The Bridge
How a survey of over 2,000 women in the 1920s changed the way Americans thought about female sexuality

Anya Jabour, University of Montana
American women still have fewer orgasms than men, according to new research that suggests that decades after the sexual revolution, the “orgasm gap” is still very much in effect.
One of the study’s lead authors at the Kinsey Institute for Research in Sex, Gender, and Reproduction told The New York Times that the gap persists because many Americans continue to “prioritize men’s pleasure and undervalue women’s sexual pleasure.”
As my research shows, these attitudes toward sexual pleasure have a long history.
But so do efforts to push back against them.
Almost a century ago, a pioneering American sex researcher named Katharine Bement Davis challenged the prevailing view that respectable women did not – and should not – experience sexual desire or have sex, except to please men or to have children.
Davis’s 1929 book, “Factors in the Sex Life of Twenty-Two Hundred Women,” completely upended this thinking.
By surveying everyday American women, she was able to show that it was completely normal for American women to have sex for the sake of pleasure.
An unlikely advocate for sexual liberation
Davis spent the first half of her career policing women’s sexuality, not promoting it.
In 1901, after earning her Ph.D. at the University of Chicago, Davis became superintendent of the New York State Reformatory for Women at Bedford Hills. While there, she studied the women in her care. Most female convicts, she concluded, were “immoral women.”
Davis’ efforts to enforce sexual morality drew the attention of philanthropist John D. Rockefeller Jr. In 1917, he invited her to lead his private agency, the Bureau of Social Hygiene, founded to study and combat prostitution and venereal disease.
During World War I, Davis promoted sex education to curb sexually transmitted infections among soldiers and civilians. Through this work, she became convinced that sexual ignorance – not sexual immorality – posed the greatest danger to women’s welfare.
Davis had long criticized the sexual double standard, which condoned men’s sexual experimentation but condemned women’s sexual experience.
Now, she also recognized that this double standard promoted women’s chastity at the expense of knowledge. She complained that discussions of women’s sexuality were “taboo,” which resulted in “distorted views, baffled speculation, and unfortunate experiences.”
Tackling a taboo topic
Insisting that Americans needed accurate information to achieve “a sane outlook on all matters pertaining to sex,” Davis made it her mission to teach women about sex.
But first, she needed to learn about women’s actual sexual experiences. Davis decided to undertake a large-scale study of what she called “the sex life of normal women.”
Davis’ approach was a dramatic departure from existing studies of “abnormal” sexuality focused on institutionalized populations. “Except on the pathological side,” she remarked, “sex is scientifically an unexplored country.”
By contrast, Davis explained, she wanted to understand “the woman who was not pathological mentally or physically.”
To that end, Davis distributed a detailed questionnaire to what she called “women of good standing in the community” from 1921 to 1923. The resulting study sample of 1,000 married women and 1,200 unmarried women was not representative – it skewed white, well-educated and well-to-do. But their responses allowed Davis to redefine female sexuality.
America’s first sexual revolution
Davis launched her study of women’s sexuality during what historians now refer to as America’s first sexual revolution. The second – and more well-known one – would take place in the 1960s.
In the 1920s, as one commentator noted, a “revolution in manners and morals” was underway. Sex suffused popular culture. Contestants in beauty pageants displayed their charms in skimpy bathing costumes and short skirts. Actresses flaunted their sex appeal on stage and screen.
New attitudes about sex affected the daily lives of average Americans, too. Young women throughout the nation adopted the sexy look of “flappers,” the term used for women who sported short skirts, rolled stockings and bobbed hair.
Prior to the 1920s, courtship often took place in the home, allowing parents to closely supervise couples. But the ubiquitous automobile – which one juvenile court judge had dubbed “a house of prostitution on wheels” – rendered adult chaperonage obsolete and granted young people unprecedented sexual freedom.
Meanwhile, birth control activists like Margaret Sanger and Mary Ware Dennett distributed contraceptive devices and disseminated sexual information in defiance of the Comstock Act of 1873, which had defined birth control and sex education as “obscene” and made circulating such materials a federal crime.
Sex, secrecy and shame
Even amid the nation’s first sexual revolution, the facts of life remained in short supply.
According to surveys Davis distributed to married women, only about half of the respondents believed that they had been “adequately prepared … for the sex side of marriage.”
After expanding her study to include unmarried women, Davis found that fewer than one-third of all participants received sex education from their parents.
Many women didn’t know how pregnancy occurred. Some had been unprepared even for menstruation. One recalled that when she experienced her first period, “I naturally thought I was bleeding to death.”
In place of information, many women imbibed shame. “Having acquired the feeling as a small child that any sex pleasure was shameful and a great sin,” as one respondent put it, some could never overcome their discomfort with sex. Another woman regarded all sexual thoughts as “something to be shunned like the devil.”
One response succinctly summarized the problem: “Our present secrecy, fear, and repression are responsible for most of our sex ills.”
Challenging the conspiracy of silence
Many women were eager to challenge what one called a “conspiracy of silence” surrounding female sexuality.
Study participants ended up providing Davis with over 10,000 pages of handwritten responses. She used this information to produce the nation’s first major study of women’s sexuality, a 400-plus page book brimming with both statistical data and personal stories.
“Factors in the Sex Life of Twenty-Two Hundred Women” covered a wide range of topics, ranging from sex education to sex play. Running throughout the entire work, however, was one central idea: Women liked sex.
Davis included data on birth control, same-sex relationships and masturbation. At the time, these practices were universally stigmatized and often criminalized. Yet significant proportions of study participants engaged in all these activities.
Nearly three-quarters of married respondents reported using contraceptives. Many probably took advantage of state laws allowing physicians to prescribe diaphragms to protect patients’ health. Surprisingly, nearly 1 in 10 women admitted having abortions, even though the procedure was illegal in every state.
More than half of unmarried women and nearly one-third of married women stated that they had experienced “intense emotional relationships” with other women. In each group, approximately half described those relationships as sexual. This was a remarkably high figure, given prevailing views of homosexuality as sexual deviance and state laws criminalizing homosexual acts.
Nearly 65% of unmarried women and more than 40% of married women reported masturbating. Since nearly all physicians and pastors condemned the practice, Davis assumed the actual numbers were even higher.
Davis’ data demonstrated that “normal” women experienced what one called “natural sex feeling.” In short, her study showed that many women enjoyed sex for its own sake.
Davis believed that reliable data would lead to “more satisfactory adjustments of the sex relationship.” In other words, better information would lead to better sex.
Davis paved the way for future studies that validate women’s sexual pleasure. While researching female sexuality, she established the National Research Council’s Committee for Research on the Problems of Sex. The Rockefeller-funded committee later subsidized Alfred Kinsey’s studies of human sexuality.
Davis’ legacy lives on. The findings from the Kinsey Institute’s latest study show that discussing sexual pleasure still matters, particularly for women. It also suggests that Americans’ understandings of sex have improved over the past century.
When Davis conducted her study in the 1920s, she found it “advisable” to define “orgasm” for participants who were unclear on the concept. Now, a generation of better-informed Americans ponder how to address a persistent “orgasm gap.”
Anya Jabour, Regents Professor of History, University of Montana
This article is republished from The Conversation under a Creative Commons license. Read the original article.
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Urbanism
LA Metro’s D Line Extension Phase 1 Officially Opens, Bringing Subway Service to Mid-Wilshire and Beverly Hills
LA Metro’s D Line Extension: LA Metro officially opens Phase 1 of the D Line Subway Extension, connecting Downtown Los Angeles, Mid-Wilshire, and Beverly Hills with three new underground stations.
The future of transportation in Los Angeles has officially arrived.
LA Metro’s D Line Extension Phase 1 Officially Opens
The Los Angeles County Metropolitan Transportation Authority (Metro) officially opened Section 1 of the long-awaited D Line Subway Extension on May 8, 2026, expanding underground rail service westward through the historic Mid-Wilshire corridor and into Beverly Hills.
The 3.92-mile extension is one of Metro’s most ambitious transit infrastructure projects and marks a major milestone in Los Angeles public transportation. The new section extends subway service beyond the current Wilshire/Western station in Koreatown and introduces three new underground stations:
- Wilshire/La Brea
- Wilshire/Fairfax
- Wilshire/La Cienega
The expansion is part of Metro’s larger “Twenty-Eight by ’28” initiative designed to improve mobility across the region ahead of the 2028 Olympic and Paralympic Games.
Downtown Los Angeles to Beverly Hills in About 20 Minutes
With the extension now open, riders can travel from Union Station in Downtown Los Angeles to Beverly Hills in approximately 20 minutes with no transfers required.
The D Line extension is expected to significantly improve travel along the heavily congested Wilshire Boulevard corridor, offering commuters, visitors and residents a faster and more reliable alternative to driving.
“Traveling through Mid-Wilshire to experience the culture, cuisine and commerce across diverse neighborhoods will be easier, faster and more accessible,” said Fernando Dutra, Metro Board Chair and City of Whittier Council Member.
Metro CEO Stephanie Wiggins also highlighted the importance of the project in connecting Angelenos to some of the city’s most iconic destinations.
“Angelenos and visitors alike will love the extended service from Downtown Los Angeles to Beverly Hills, delivering greater access to the iconic and culturally diverse communities, institutions and destinations that define the deep history along Wilshire Boulevard,” Wiggins said.
New Stations Connect Riders to Cultural Landmarks
Wilshire/La Brea Station
Located near Hancock Park and the western edge of Koreatown, the station provides access to cultural and entertainment destinations including:
- Korean Cultural Center
- Marciano Art Foundation
- Ebell Theater
- Popular restaurants including Republique and Sycamore Kitchen
Wilshire/Fairfax Station
Known as the heart of Museum Row, this station serves some of Los Angeles’ most recognizable cultural institutions and attractions, including:
- Los Angeles County Museum of Art (LACMA)
- Academy Museum of Motion Pictures
- Petersen Automotive Museum
- La Brea Tar Pits
- The Grove
- Original Farmers Market
The station also connects neighborhoods including Little Ethiopia, Park La Brea and the historic Fairfax District.
Wilshire/La Cienega Station
Serving as the eastern gateway to Beverly Hills, the station provides convenient access to Restaurant Row and destinations including the Beverly Center.
A Major Milestone for Los Angeles Transit
The D Line extension has been decades in the making and is widely considered one of the most important transit projects in Los Angeles history.
The project was funded primarily through Measure R, the voter-approved transportation sales tax passed in 2008, along with substantial federal funding support that included:
- $1.25 billion Full Funding Grant Agreement (FFGA)
- $66.4 million supplemental New Starts funding
- $749.3 million TIFIA loan
All three stations feature modern amenities including public artwork, enhanced lighting, cell phone service, bicycle hubs and improved pedestrian access.
Metro officials hope the extension will encourage more residents and visitors to use public transportation while helping reduce roadway congestion ahead of major international events scheduled for Los Angeles later this decade.
What’s Next for the D Line?
Construction is already underway on future phases of the D Line extension.
Phase 2 will continue west into Beverly Hills and Century City, while Phase 3 will eventually extend subway service to UCLA and the West Los Angeles VA campus.
Once completed, the D Line will provide a direct subway connection between Downtown Los Angeles and the Westside, dramatically reshaping mobility across one of Southern California’s busiest corridors.
Learn More
For official project details and station information, visit:
Metro D Line Opening Information
Stay connected with STM Daily News for the latest updates on Los Angeles transportation, Metro expansion projects, infrastructure developments, local news, technology, culture, and more. Visit STM Daily News for breaking stories, in-depth coverage, and exclusive content from across Southern California and beyond.
News
It’s Cinco de Mayo! It’s time to celebrate
Last Updated on May 4, 2026 by Daily News Staff
Cinco de Mayo is a holiday that commemorates the Mexican army’s victory over the French Empire at the Battle of Puebla on May 5, 1862. In the United States, the holiday has become a celebration of Mexican-American culture and heritage, often involving parades, parties, and traditional foods such as tacos and margaritas.
How will you celebrate Cinco de Mayo?
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The Knowledge
Metrolink Offers Fare-Free Rides for Earth Day 2026 Across Southern California
Metrolink offers fare-free rides for Earth Day 2026 across Southern California, encouraging sustainable travel and reduced emissions.
Last Updated on April 21, 2026 by Daily News Staff
Metrolink Offers Fare-Free Rides for Earth Day 2026
LOS ANGELES — April 22, 2026 — In a continued push toward sustainable transportation, Metrolink will once again offer systemwide free rides on Earth Day, inviting commuters and travelers to leave their cars behind and explore a cleaner way to move across the region.
A One-Day Opportunity to Ride Free
On Wednesday, April 22, passengers can board any Metrolink train — including the Arrow service — without purchasing a ticket. The initiative is part of the broader celebration of Earth Day, encouraging environmentally conscious travel choices.
The fare-free program is designed to appeal to both regular riders and first-time users, particularly those navigating Southern California’s persistent traffic congestion and rising fuel costs.
Encouraging Sustainable Travel Habits
“Earth Day is a reminder that small changes, like choosing public transit over driving one day a week, can have a meaningful impact on our environment,” said Doug Chaffee, chair of the Metrolink Board.
With gas prices continuing to strain household budgets, the agency hopes the initiative will inspire more residents to consider rail as part of their regular commute.
Regional Connections Expand Access
Metrolink’s Earth Day promotion aligns with similar efforts by other Southern California transit providers. Riders can seamlessly connect to services operated by: LA Metro and the Orange County Transportation Authority, Riverside County Transportation Commission, San Bernardino County Transportation Authority and Ventura County Transportation Commission.
These partnerships extend the reach of fare-free travel across a six-county region, making it easier for riders to explore destinations without relying on personal vehicles.
Service Adjustments and Rider Tips
Passengers should note that trains will operate on a reduced weekday schedule, implemented earlier this spring. Despite the adjustment, all Metrolink lines and station cities remain in service.
For those planning a trip:
- No ticket is required — simply board the train
- Bikes are welcome, with capacity ranging from three bikes per standard car to nine in designated bike cars
- A curated destination guide highlights attractions within walking or biking distance of stations
Environmental and Economic Impact
Metrolink is also promoting its Personal Impact Calculator, a digital tool that allows riders to estimate how switching from driving to rail can reduce greenhouse gas emissions and lower fuel expenses.
A Broader Trend in Public Transit
Fare-free transit days have gained traction nationwide as agencies look to boost ridership and promote sustainability. Southern California’s expansive commuter rail network makes it particularly well-suited for such initiatives, offering a viable alternative to one of the country’s most car-dependent regions.
Bottom Line
Metrolink’s Earth Day promotion is more than a one-day free ride — it’s a strategic effort to shift commuter behavior, reduce environmental impact, and showcase the convenience of regional rail. For Southern Californians, April 22 presents a low-risk opportunity to rethink how they travel.
Source: Metrolink
https://metrolinktrains.com/news/metrolink-goes-fare-free-for-earth-day-on-april-22
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