Mississippi Highway 53
Mississippi Highway 53 is a state highway in Mississippi. The highway starts at U. S. Highway 49 in Gulfport and travels northwestward to MS 603 in Hancock County; the road travels north to Poplarville, meeting Interstate 59. MS 53 ends at US 11 in southwestern Poplarville; the road that became MS 53 has existed since 1928, the highway was designated in 1950. The highway was paved by 1957, an interchange was created at I-59 in 1967. MS 53 is located in Harrison and Pearl River counties; the highway is defined in Mississippi Code § 65-3-3, as part of the state highway system. The section from US 49 to MS 26 is known as the Larkin I. Smith Memorial Highway; the highway starts at North Swan Road in northern Gulfport. The road travels westward towards the unincorporated area of Lyman after crossing over a KCS Railway railroad. MS 53 travels northwestward through Lizana and rural western Harrison County. At Herman Ladner Road, the highway turns westward and crosses the Wolf River, entering Hancock County.
Near Sellers in Hancock County, the road travels northwest to its T-intersection at MS 603. MS 53 turns northward at the intersection, shifts westward at Dogwood Lane, south of the county line; the highway enters Pearl River County past Road 205. Once inside Pearl River County, the road intersects multiple private driveways through the farmland. At Savannah, MS 53 intersects Savannah Millard Road, which has an interchange at I-59. Past Jesse Wells and Restertown Roads, the highway intersects a road that leads to the Poplarville-Pearl River County Airport; the highway enters Poplarville near the diamond interchange at I-59, it becomes concurrent with MS 26. MS 53 ends at US 11 after crossing Jumpoff Creek; the road that became MS 53 existed at least since 1928, as a gravel road from Lyman to Poplarville. A small section of the road near Poplarville was paved in 1939. By 1948, a few miles of the road near Lyman was paved, MS 53 was designated along the road two years later. All of MS 53 in Harrison County was paved by 1953.
A small portion in Pearl River County was paved during this time. The Pearl River section of the highway was near paved by 1956, all of the highway was paved one year later. By 1967, an interchange was created at I-59 and MS 53
Free people of color
In the context of the history of slavery in the Americas, free people of color were people of mixed African and European descent who were not enslaved. The term arose in the French colonies, including La Louisiane and settlements on Caribbean islands, such as Saint-Domingue and Martinique, where a distinct group of free people of color developed. Freed African slaves were included in the term affranchis, but they were considered as distinct from the free people of color. In these territories and major cities New Orleans, those cities held by the Spanish, a substantial third class of mixed-race, free people developed; these colonial societies classified mixed-race people in a variety of ways related to visible features and to the proportion of African ancestry. Racial classifications were numerous in Latin America; the term gens de couleur was used in France's West Indian colonies prior to the abolition of slavery, where it was a short form of gens de couleur libres. It referred to free people of mixed race African and European.
In the Thirteen Colonies settled by the British to become the United States, the term free negro was used to cover the same class of people – those who were free and visibly of ethnic African descent. Many were people of mixed race, freed because of relation to their master or other whites. By the late eighteenth century, the Upper South included many slaves of mixed race. Among the most well-known is Sally Hemings, a slave held by Thomas Jefferson and considered his concubine, she was three-quarters white, a half-sister to his late wife. Their four surviving Hemings children were born into slavery because of her status, were seven-eighths white; as adults, three passed into white society and married white in generations. By the late eighteenth century prior to the Haitian Revolution, Saint-Domingue was divided into three distinct groups: free whites. More than half of the affranchis were gens de couleur libres. In addition, maroons were sometimes able to establish independent small communities and a kind of freedom in the mountains, along with remnants of Haiti's original Taino people.
When slavery was ended in the colony in 1793, by action of the French government following the French Revolution, there were 28,000 anciens libres in Saint-Domingue. The term was used to distinguish those who were free, compared to those liberated by the general emancipation of 1793. About 16,000 of these anciens libres were gens de couleur libres. Another 12,000 were affranchis, black slaves who had either purchased their freedom or had been given it by their masters for various reasons. Regardless of their ethnicity, in Saint-Domingue freedmen had been able to own land; some owned large numbers of slaves themselves. The slaves were not friendly with the freedmen, who sometimes portrayed themselves to whites as bulwarks against a slave uprising; as property owners, freedmen tended to support distinct lines set between their own class and that of slaves. Working as artisans, shopkeepers or landowners, the gens de couleur became quite prosperous, many prided themselves on their European culture and descent.
They were well-educated in the French language, they tended to scorn the Haitian Creole language used by slaves. Most gens de couleur were reared as Roman Catholic part of French culture, many denounced the Vodoun religion brought with slaves from Africa. Under the ancien régime, despite the provisions of equality nominally established in the Code Noir, the gens de couleur were limited in their freedoms, they did not possess the same rights as white Frenchmen the right to vote. Most supported slavery on the island, at least up to the time of the French Revolution, but they sought equal rights for free people of color, which became an early central issue of the unfolding Haitian Revolution. The primary adversary of the gens de couleur before and into the Haitian Revolution were the poor white farmers and tradesmen of the colony, known as the petits blancs; because of the freedmen's relative economic success in the region, sometimes related to blood ties to influential whites, the petits blancs farmers resented their social standing and worked to keep them shut out of government.
Beyond financial incentives, the free coloreds caused the poor whites further problems in finding women to start a family. The successful mulattoes won the hands of the small number of eligible women on the island. With growing resentment, the working class whites monopolized assembly participation and caused the free people of color to look to France for legislative assistance; the free people of color won a major political battle on May 15, 1791 when the National Assembly in France voted to give full French citizenship to free men of color. The decree restricted citizenship to those persons; the free people of color were encouraged, many petits blancs were enraged. Fighting broke out in Saint-Domingue over exercising the National Assembly's decree; this turmoil played into the slaves' revolts on the island. In their competition for power, both the poor whites and free coloreds enlisted the help of slaves. By doing this, the feud helped to disintegrate class discipline and propel the slave population in the colony to seek further inclusion
U.S. Route 90
U. S. Route 90 is an east–west United States highway. Despite the "0" in its route number, US 90 never was a full coast-to-coast route. On August 29, 2005, a number of the highway's bridges in Mississippi and Louisiana were destroyed or damaged due to Hurricane Katrina, including the Bay St. Louis Bridge, the Biloxi Bay Bridge, the Fort Pike Bridge. US 90 has seven exits on I-10 in the State of Florida, it includes part of the DeSoto Trail between Tallahassee and Lake City, Florida. The highway's eastern terminus is in Jacksonville Beach, Florida, at an intersection with Florida State Road A1A three blocks from the Atlantic Ocean, its western terminus is in Texas at an intersection with Bus. I-10, just north of I-10 and just west of State Highway 54; this was its former intersection with US 80, but the western segments of US 80 have been decommissioned in favor of I-10 and I-20. US 90 begins at SH 54 in downtown Van Horn, it heads south-southeast towards Marfa, where the route begins to head east.
The route is two lanes west of Uvalde. At this point, it becomes a four-lane surface road until it reaches western Bexar County where it becomes a freeway, joining I-10 in Downtown San Antonio; this concurrency with I-10 continues intermittently into western Houston, where US 90 follows the Katy Freeway. The section of US 90, multiplexed with I-10 through Houston is the only section of the route, unsigned. In eastern Houston, US 90 splits from I-10 and heads northeast towards Liberty traveling through downtown Beaumont where it rejoins I-10 for the rest of its routing through Texas; the speed limit on US 90 between Van Horn and Del Rio is 75 miles per hour. Beginning at Seguin, US 90 Alternate splits from US 90 and travels parallel to the south, rejoining the main route in northeast Houston. In 1991, the construction on a four- to six-lane freeway northeast of Houston in Harris County was completed along a new routing for US 90; this segment traveled from just inside Beltway 8 to east of the town of Crosby.
Construction began in 2006 to extend the freeway westward to the intersection of I-10 and the I-610. On January 24, 2011, the new extension opened. Due to lack of funds, overpasses were not built over Greens Bayou and over future Purple Sage Road, leaving traffic to exit to the frontage roads before rejoining the freeway. Entering Louisiana from the west, US 90 and I-10 travel side by side through Lake Charles to Lafayette. In Lafayette, US 90 and I-10 part ways: I-10 proceeds east to Baton Rouge, while US 90 takes a southern turn and passes through New Iberia, Morgan City, the Houma – Bayou Cane – Thibodaux metropolitan area before reaching New Orleans; the four-laning of US 90 was pushed in the 1990s by former State Senator Carl W. Bauer through his role as the chairman of the Governor’s Interstate 49 Task Force while a member of the Greater Lafayette Chamber of Commerce; the portion of US 90 from Lafayette to New Orleans is designated to become the corridor for I-49. In New Orleans, US 90 again meets up with I-10, the two highways follow a similar path into Mississippi.
Prior to Hurricane Katrina, Mississippi's portion of US 90 was four-laned except for a short segment at the state's west end leading to the old Pearl River Bridge into Louisiana. That segment of old highway is obviated for most purposes by an extension of the four-lane roadway from its split with US 90 to I-10 just east of the much newer Pearl Bridge. Before Hurricane Camille in 1969, the 26-mile stretch of US 90 traveling from the Bay St. Louis Bridge at the west end to the Biloxi Bay Bridge at the east was one of the most scenic roadways in the south, offering beautiful views of the Gulf of Mexico on its south side and lovely mansions — some antebellum — on its north; the median featured many a good number of which survived the storm. Many segments and important bridges were damaged or destroyed by Hurricane Katrina in 2005. With the opening of two lanes of the Biloxi Bay Bridge on November 1, 2007, the entire route is now restored. However, reconstruction projects continue on much of the highway and lane closures are not rare.
Substantial completion of all US 90 Katrina-related road work in this state was scheduled to have been completed by now.'US Highway 90 Project History' recounts in some detail this roadway's colorful past in Mississippi, dating back to the early 20th century when it was part of the Old Spanish Trail. The pdf document is available at the'Project Updates' page of the Mississippi Department of Transportation's website. US 90, internally designated by the Alabama Department of Transportation as State Route 16, is a major east–west state highway across the southern part of the U. S. state of Alabama. US 90/SR-16 crosses the extreme southern part of the state, covering 77 miles; the routes pass through the city of its suburbs before entering Baldwin County. With the completion of I-10, US 90/SR-16 serves as a local route connecting the towns along its path; as it enters the Sunshine State, US 90 shifts south towards Pensacola while US 90 Alternate stays to the north of the city. This stretch of highway is known as Nine Mile Road.
After Hurricane Ivan destroyed the I-10 Bridge in Northwest Florida, motoris
Time in the United States
Time in the United States, by law, is divided into nine standard time zones covering the states and its possessions, with most of the United States observing daylight saving time for the spring and fall months. The time zone boundaries and DST observance are regulated by the Department of Transportation. Official and precise timekeeping services are provided by two federal agencies: the National Institute of Standards and Technology; the clocks run by these services are kept synchronized with each other as well as with those of other international timekeeping organizations. It is the combination of the time zone and daylight saving rules, along with the timekeeping services, which determines the legal civil time for any U. S. location at any moment. Before the adoption of four standard time zones for the continental United States, many towns and cities set their clocks to noon when the sun passed their local meridian, pre-corrected for the equation of time on the date of observation, to form local mean solar time.
Noon occurred at different times but time differences between distant locations were noticeable prior to the 19th century because of long travel times and the lack of long-distance instant communications prior to the development of the telegraph. The use of local solar time became awkward as railways and telecommunications improved. American railroads maintained many different time zones during the late 1800s; each train station set its own clock making it difficult to coordinate train schedules and confusing passengers. Time calculation became a serious problem for people traveling by train, according to the Library of Congress; every city in the United States used a different time standard so there were more than 300 local sun times to choose from. Time zones were therefore a compromise, relaxing the complex geographic dependence while still allowing local time to be approximate with mean solar time. Railroad managers tried to address the problem by establishing 100 railroad time zones, but this was only a partial solution to the problem.
Weather service chief Cleveland Abbe had needed to introduce four standard time zones for his weather stations, an idea which he offered to the railroads. Operators of the new railroad lines needed a new time plan that would offer a uniform train schedule for departures and arrivals. Four standard time zones for the continental United States were introduced at noon on November 18, 1883, when the telegraph lines transmitted time signals to all major cities. In October 1884, the International Meridian Conference at Washington DC adopted a proposal which stated that the prime meridian for longitude and timekeeping should be one that passes through the centre of the transit instrument at the Greenwich Observatory in the United Kingdom; the conference therefore established the Greenwich Meridian as the prime meridian and Greenwich Mean Time as the world's time standard. The US time-zone system grew from this, in which all zones referred back to GMT on the prime meridian. In 1960, the International Radio Consultative Committee formalized the concept of Coordinated Universal Time, which became the new international civil time standard.
UTC is, within about 1 second, mean solar time at 0°. UTC does not observe daylight saving time. For most purposes, UTC is considered interchangeable with GMT, but GMT is no longer defined by the scientific community. UTC is one of several related successors to GMT. Standard time zones in the United States are defined at the federal level by law 15 USC §260; the federal law establishes the transition dates and times at which daylight saving time occurs, if observed. It is the authority of the Secretary of Transportation, in coordination with the states, to determine which regions will observe which of the standard time zones and if they will observe daylight saving time; as of August 9, 2007, the standard time zones are defined in terms of hourly offsets from UTC. Prior to this they were based upon the mean solar time at several meridians 15° apart west of Greenwich. Only the full-time zone names listed below are official. View the standard time zone boundaries here; the United States uses nine standard time zones.
As defined by US law they are: From east to west, the four time zones of the contiguous United States are: Eastern Time Zone, which comprises the states on the Atlantic coast and the eastern two thirds of the Ohio Valley. Central Time Zone, which comprises the Gulf Coast, Mississippi Valley, most of the Great Plains. Mountain Time Zone, which comprises the states and portions of states that include the Rocky Mountains and the western quarter of the Great Plains. Pacific Time Zone, which comprises the states on the Pacific coast, plus Nevada and the Idaho panhandle. Alaska Time Zone, which comprises most of the state of Alaska. Hawaii-Aleutian Time Zone, which includes Hawaii and most of the length of the Aleutian Islands chain. Samoa Time Zone, which comprises American Samoa. Chamorro Time Zone, which comprises Guam and the Northern Mariana Islands. Atlantic Time Zone, which comprises Puerto Rico and the US Virgin Islands; some United States Minor Outlying Islands are outside the time zones defined by 15 U.
S. C. § exist in waters defined by Nautical time. In practice, military crews may
John C. Stennis Space Center
The John C. Stennis Space Center is a NASA rocket testing facility, it is located in Hancock County, Mississippi, on the banks of the Pearl River at the Mississippi–Louisiana border. As of 2012, it is NASA's largest rocket engine test facility. There are over 30 local, national, international and public companies and agencies using SSC for their rocket testing facilities; the initial requirements for NASA's proposed rocket testing facility required the site to be located between the rockets' manufacturing facility at Michoud Assembly Facility in eastern New Orleans and the launch facility at the Kennedy Space Center in Florida. The site required barge access as the rocket motors to be tested for Apollo were too large for overland transport. Additionally, the Apollo motors were too loud to be tested at Marshall Space Flight Center's existing test stands near Huntsville, Alabama. A more isolated site was needed. After an exhaustive site selection process that included reviews of other coastal locations including Eglin Air Force Base in Florida plus islands in both the Caribbean and the Pacific, NASA announced formation of the Mississippi Test Facility on Oct. 25, 1961, for testing engines for the Apollo Program.
A high-terrace area bordering the East Pearl River in Hancock County, Miss. was selected for its location. NASA entrusted the U. S. Army Corps of Engineers with the difficult task to procure each land parcel either by directly purchasing the land or through acquisition of a perpetual easement; the selected area met all other requirements. The effort acquired more than 3,200 parcels of owned land – 786 residences, 16 churches, 19 stores, three schools and a wide assortment of commercial buildings, including nightclubs and community centers. Remnants of the communities, including city streets and a one-room school house, still exist within the facility; the 13,500 acres site was selected on October 25, 1961 on the Mississippi Test Facility or Pearl River Site. On December 18, 1961 NASA designated the facility as NASA Mississippi Test Operations; the test area is surrounded by a 125,000 acre acoustical buffer zone. The facility's large concrete and metal rocket propulsion test stands were used to test-fire the first and second stages of the Saturn V rockets.
The facility was renamed again to Mississippi Test Facility on July 1, 1965, became a part of the Marshall Space Flight Center Starting in 1971, all Space Shuttle Main Engines were flight-certified at Stennis. On June 14, 1974 the site was renamed National Space Technology Laboratories, a name that continued until May 20, 1988 when it was renamed for Mississippi senator and space program supporter John C. Stennis. With the end of the Apollo and Shuttle programs, use of the base decreased, with economic impact to the surrounding communities. Over the years other government organizations and commercial entities have moved to and left from the facility, in the balance providing a major economic benefit to the communities; the Rocket Propulsion Test Complex is a rocket testing complex, built in 1965 as a component of the John C. Stennis Space Center; the Rocket Propulsion Test Complex played an important role in the development of the Saturn V rocket. The A-1, A-2 and B-1/B-2 test stands were declared a National Historic Landmark in 1985.
The NASA Engineering & Science Directorate at SSC maintains SSC's rocket test stands. The smaller two of the original three test stands at Stennis Space Center, the A-1 and A-2 stands were built to test and flight-certify the second stage of the Saturn V, the S-II, the launch vehicle for the Apollo program; the two stands are similar steel and concrete structures are 200 ft tall, capable of withstanding thrust loads of more than 1 million pounds and temperature of up to 6,000 °F. Each test stand can provide liquid Hydrogen and liquid oxygen in addition to support fluids, gaseous helium, gaseous hydrogen and gaseous nitrogen as purge or pressurizing gasses. Construction began in 1963 and was finished in 1966; the A Test Complex includes a Test Control Center, observation bunkers, various technical and support systems. On 23 April 1966 workmen at the A-2 test stand captive-fired for 15 seconds the S-II-T, Structural and Dynamic Test Vehicle for the Saturn V second stage, in an all-systems test.
This was the first test of a flight-weight S-II stage. The stage and most powerful liquid oxygen-liquid hydrogen stage known, developed one million pounds of thrust from its five Rocketdyne J-2 engines; this test marked the first operational use of the A-2 stand. The first full-duration firing of the S-II flight stage occurred 20 May 1966 when S-II-T test-fired on the A-2 test stand for 354.5 seconds. LOX cutoff sensors initiated cutoff automatically; the firing passed all major test objectives with the exception of the propellant utilization system. This was the fourth static firing of the S-II-T; the stage developed one million pounds of thrust from its five hydrogen-oxygen-powered J-2 engines. A static test version of the Saturn V second stage S-II-T ruptured during pressure tests at SSC on 28 May 1966, five North American Aviation technicians monitoring the test received minor injuries; the accident occurred. S-II-T, which had five hydrogen-oxygen J-2
Effects of Hurricane Katrina in Mississippi
Hurricane Katrina's winds and storm surge reached the Mississippi coastline on the morning of August 29, 2005. Beginning a two-day path of destruction through central Mississippi. Many coastal towns of Mississippi had been obliterated, in a single night. Hurricane-force winds reached coastal Mississippi by 2 a.m. and lasted over 17 hours, spawning 11 tornadoes and a 28-foot storm surge flooding 6–12 miles inland. Many, unable to evacuate, survived by climbing to attics or rooftops, or swimming to higher buildings and trees; the worst property damage from Katrina occurred in coastal Mississippi, where all towns flooded over 90% in hours, waves destroyed many historic buildings, with others gutted to the 3rd story. Afterward, 238 people died in Mississippi, all counties in Mississippi were declared disaster areas, 49 for full federal assistance. Regulations were changed for emergency centers and casinos; the emergency command centers were moved higher because all 3 coastal centers flooded at 30 ft above sea level.
Casinos were allowed on land rather than limited to floating casino barges as in 2005. More than one million people in Mississippi were affected, 6 months the extent of the devastation in Mississippi was still described as "staggering" in USA Today on February 16, 2006: "The Mississippi Gulf Coast has been devastated; the extent of the devastation in Mississippi is staggering. Since Katrina hit, more than half a million people in Mississippi have applied for assistance from FEMA. In a state of just 2.9 million residents, that means more than one in six Mississippians have sought help. General: The effects of a hurricane can be scattered across a large area, because hurricanes are large complex storms which spawn smaller thunderstorms, storm surges, sea waves. Wind speeds east of the eye can be 40-50 mph higher than winds west of the eye. Wind gusts can be scattered, so boats or debris can ram one house but not another. One building can seem untouched. Specific: Because Hurricane Katrina became a massive storm, over 450 miles wide, not only the eyewall-path, 28-foot storm surge, but the outer bands of the hurricane arms caused scattered damage hundreds of miles away from the center.
Eleven spawned. It is possible that scattered damage to northern Mississippi occurred, by spin-off storms, around the time Katrina made landfall in eastern Greater New Orleans and again, near Bay St. Louis, heading north-northeast into central Mississippi, at 10 a.m. on August 29. Note that "landfall" occurred over towns submerged under 20 feet of water; as buildings collapsed, water-tight appliances floated, sending refrigerators and dishwashers to ram other buildings and block streets. Millions of homes and buildings were affected, along with ships and more than 40 offshore oil rigs. Roadways and railways were put out of service by excessive amounts of debris and occasional collapse. Costs of debris removal in the Gulf Coast region is estimated at $200 million; until major roadways could be cleared, deliverers of supplies and other emergency relief were forced to detour through highway 609 or highway 43/603, though these routes were not posted. The Gulf Coast of Mississippi suffered near total devastation from Hurricane Katrina on August 28–29, with hurricane winds, 28-foot storm surge, 55-foot sea waves pushing casino barges and debris into towns, leaving 236 people dead, 67 missing, billions of dollars in damages.
Katrina made landfall below central Mississippi, 30 miles east of New Orleans at 6:10 a.m. the storm's powerful, front quadrant covered coastal Mississippi and southern Alabama, increasing wind and flood damage. After making initial landfall in Louisiana, four hours Katrina made another landfall north at the state line and passed over submerged towns around Bay St. Louis as a Category 3 hurricane with winds over 120 mph and 28-foot surge. Battered by wind and storm surges, some beachfront neighborhoods were leveled with flooding 6–12 miles inland, crossing Interstate-10 in some places. Winds reached hurricane-force in Hancock and Harrison County by 2 a.m. and winds intensified. As Katrina passed 30 miles east of central New Orleans, with 57 mph winds, by 10 a.m. landfall in Mississippi increased hurricane-force winds in an area of 600,000 Mississippi residents, covering several counties: Hancock, Jackson County, Pearl River County, Walthall, Lamar County, Forrest County, Perry County. Other counties to see a strong hurricane force impact of Katrina were Covington County, Jefferson Davis County, Simpson County, Smith County, Hinds County, Rankin County, Scott County.
Katrina maintained a high wind capacity of 80–85 mph in cities like Mendenhall, Jackson and Forest in Mississippi. Those cities contained much tree damage and patio damage, power line damage, much thrown debris. In Jackson, streets were cleared off due to the intense strong winds and rains that carried throughout the entire day. During this 10 a.m. timeframe, hur
Harrison County, Mississippi
Harrison County is a county located in the U. S. state of Mississippi. As of the 2010 census, the population was 187,105, making it the second-most populous county in Mississippi, its county seats are Gulfport. The county is named after U. S. President William Henry Harrison. Harrison County is part of MS Metropolitan Statistical Area; the county was damaged from both Hurricane Camille on August 17, 1969 and Hurricane Katrina on August 29, 2005, causing catastrophic effects. According to the U. S. Census Bureau, the county has a total area of 976 square miles, of which 574 square miles is land and 402 square miles is water; the Tchoutacabouffa River has its mouth at Biloxi Bay just north of the city of Biloxi. Gulfport, Mississippi is the chief port in the state, with access to the Gulf of Mexico through a ship channel; this is the second-largest county in Mississippi by total area. A single pond in the county contains the critically endangered dusky gopher frog. Stone County Jackson County Hancock County De Soto National Forest Gulf Islands National Seashore As of the census of 2000, there were 187,479 people, 71,538 households, 48,574 families residing in the county.
The population density was 326 people per square mile. There were 79,636 housing units at an average density of 137 per square mile; the racial makeup of the county was 73.15% White, 21.09% Black or African American, 0.45% Native American, 2.60% Asian, 0.09% Pacific Islander, 0.90% from other races, 1.72% from two or more races. 2.59% of the population were Hispanic or Latino of any race. There were 71,538 households out of which 33.50% had children under the age of 18 living with them, 48.10% were married couples living together, 15.10% had a female householder with no husband present, 32.10% were non-families. 25.80% of all households were made up of individuals and 8.30% had someone living alone, 65 years of age or older. The average household size is 2.55 and the average family size is 3.07. In the county, the population was spread out with 26.00% under the age of 18, 11.10% from 18 to 24, 30.50% from 25 to 44, 21.20% from 45 to 64, 11.10% who are 65 years of age or older. The median age was 34 years.
For every 100 females, there were 99.10 males. For every 100 females age 18 and over, there were 97.50 males. The main income for a household in the county was $35,624, the median income for a family was $41,445. Males had a median income of $29,867 versus $22,030 for females; the per capita income for the county was $18,024. 14.60% of the population and 11.60% of families were below the poverty line. Out of the total population, 20.70% of those under the age of 18 and 11.30% of those 65 and older were living below the poverty line. Harrison County has the sixth highest per capita income in the State of Mississippi. Harrison County has been studied by CNN and other media, which have reported on the beatings of inmates in the Harrison County Jail in Gulfport, Mississippi. Inmate Jessie Lee Williams Jr. died while in custody on February 4, 2006. In 2006 and 2007, six Harrison County Sheriff's Department deputies pleaded guilty to crimes related to the abuse of inmates at the jail. Sheriff Melvin Brisolara-R was elected for Harrison County.
Biloxi D'Iberville Gulfport Long Beach Pass Christian DeLisle Henderson Point Lyman Saucier Cuevas Howison Lizana Bidwell Adam Friendship Oak Grass Lawn Historic Grand Hotels on the Mississippi Gulf Coast Land Trust for the Mississippi Coastal Plain National Register of Historic Places listings in Harrison County, Mississippi Old Brick House Tivoli Hotel Turkey Creek Community Historic District Burt, D. E. and H. L. Welch.. Quality of water in selected wells, Harrison County, Mississippi, 1997-2005. Reston, VA: U. S. Department of the Interior, U. S. Geological Survey. Official county site Harrison County Sheriff Harrison County Courthouse Pictures