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Long suffered severe pulmonary embolisms in July 2010. He wrote, "While running to catch a bus on a New York street, I saw a blinding effusion of white light, amid which several spangled and bell-bottomed figures vaguely resembling ABBA beckoned me to an eternal disco complete with spinning ball. Yanked back from their blandishments by a superior fashion sense, I spent a couple of weeks in intensive care." Long resigned from Human Rights Watch the following month in order to recuperate. In his resignation letter, published in English and Spanish, he recollected that

Long suffered severe pulmonary embolisms in July 2010. He wrote, "While running to catch a bus on a New York street, I saw a blinding effusion of white light, amid which several spangled and bell-bottomed figures vaguely resembling ABBA beckoned me to an eternal disco complete with spinning ball. Yanked back from their blandishments by a superior fashion sense, I spent a couple of weeks in intensive care." Long resigned from Human Rights Watch the following month in order to recuperate. In his resignation letter, published in English and Spanish, he recollected that

One of the most basic splits in contemporary human rights work – sometimes mapped onto a division between "global South" and "global North," though not quite reducible to it – is between rights as a set of legal norms, and rights as a complex of human dreams and political aspirations. The split has to do, as well, with the difference between institutions and movements, the former ones formal and developing their own standards and needs, the latter fluid and chaotic and responsible to individuals' and communities' desires and drives … Human Rights Watch – and other international organizations like it – needs a far deeper understanding of what social movements are, why they are important, how they turn human rights into living values rather than legal abstractions.

One of the most basic splits in contemporary human rights work – sometimes mapped onto a division between "global South" and "global North," though not quite reducible to it – is between rights as a set of legal norms, and rights as a complex of human dreams and political aspirations. The split has to do, as well, with the difference between institutions and movements, the former ones formal and developing their own standards and needs, the latter fluid and chaotic and responsible to individuals' and communities' desires and drives … Human Rights Watch – and other international organizations like it – needs a far deeper understanding of what social movements are, why they are important, how they turn human rights into living values rather than legal abstractions.

One of the most basic splits in contemporary human rights work – sometimes mapped onto a division between "global South" and "global North," though not quite reducible to it – is between rights as a set of legal norms, and rights as a complex of human dreams and political aspirations. The split has to do, as well, with the difference between institutions and movements, the former ones formal and developing their own standards and needs, the latter fluid and chaotic and responsible to individuals' and communities' desires and drives … Human Rights Watch – and other international organizations like it – needs a far deeper understanding of what social movements are, why they are important, how they turn human rights into living values rather than legal abstractions.

One of the most basic splits in contemporary human rights work – sometimes mapped onto a division between "global South" and "global North," though not quite reducible to it – is between rights as a set of legal norms, and rights as a complex of human dreams and political aspirations. The split has to do, as well, with the difference between institutions and movements, the former ones formal and developing their own standards and needs, the latter fluid and chaotic and responsible to individuals' and communities' desires and drives … Human Rights Watch – and other international organizations like it – needs a far deeper understanding of what social movements are, why they are important, how they turn human rights into living values rather than legal abstractions.

One of the most basic splits in contemporary human rights work – sometimes mapped onto a division between "global South" and "global North," though not quite reducible to it – is between rights as a set of legal norms, and rights as a complex of human dreams and political aspirations. The split has to do, as well, with the difference between institutions and movements, the former ones formal and developing their own standards and needs, the latter fluid and chaotic and responsible to individuals' and communities' desires and drives … Human Rights Watch – and other international organizations like it – needs a far deeper understanding of what social movements are, why they are important, how they turn human rights into living values rather than legal abstractions.

One of the most basic splits in contemporary human rights work – sometimes mapped onto a division between "global South" and "global North," though not quite reducible to it – is between rights as a set of legal norms, and rights as a complex of human dreams and political aspirations. The split has to do, as well, with the difference between institutions and movements, the former ones formal and developing their own standards and needs, the latter fluid and chaotic and responsible to individuals' and communities' desires and drives … Human Rights Watch – and other international organizations like it – needs a far deeper understanding of what social movements are, why they are important, how they turn human rights into living values rather than legal abstractions.

In late 2012, Long moved to Cairo, Egypt. "The New York Times" reported that he was "researching a book about sexual politics." Although for nine years Egypt's law against "debauchery" had almost never been enforced, after the July 2013 military coup that brought General Abdel Fattah el-Sisi to power, a new crackdown on LGBT people began. More than 150 people were arrested in the next 18 months. Long documented the arrests from the start, interviewing as many as possible of the victims and publicizing many accounts on his blog, "A Paper Bird". He stressed the role of gender (rather than sexual orientation) in the persecution, and the way that transgender women and "effeminate" men were especially targeted for arrest. Long worked on a legal guide for endangered LGBT Egyptians that was published, in Arabic, on his blog. He also published warnings, in both English and Arabic, about Internet entrapment and surveillance in Egypt and how to protect online privacy.

In late 2012, Long moved to Cairo, Egypt. "The New York Times" reported that he was "researching a book about sexual politics." Although for nine years Egypt's law against "debauchery" had almost never been enforced, after the July 2013 military coup that brought General Abdel Fattah el-Sisi to power, a new crackdown on LGBT people began. More than 150 people were arrested in the next 18 months. Long documented the arrests from the start, interviewing as many as possible of the victims and publicizing many accounts on his blog, "A Paper Bird". He stressed the role of gender (rather than sexual orientation) in the persecution, and the way that transgender women and "effeminate" men were especially targeted for arrest. Long worked on a legal guide for endangered LGBT Egyptians that was published, in Arabic, on his blog. He also published warnings, in both English and Arabic, about Internet entrapment and surveillance in Egypt and how to protect online privacy.

In late 2012, Long moved to Cairo, Egypt. "The New York Times" reported that he was "researching a book about sexual politics." Although for nine years Egypt's law against "debauchery" had almost never been enforced, after the July 2013 military coup that brought General Abdel Fattah el-Sisi to power, a new crackdown on LGBT people began. More than 150 people were arrested in the next 18 months. Long documented the arrests from the start, interviewing as many as possible of the victims and publicizing many accounts on his blog, "A Paper Bird". He stressed the role of gender (rather than sexual orientation) in the persecution, and the way that transgender women and "effeminate" men were especially targeted for arrest. Long worked on a legal guide for endangered LGBT Egyptians that was published, in Arabic, on his blog. He also published warnings, in both English and Arabic, about Internet entrapment and surveillance in Egypt and how to protect online privacy.

In late 2012, Long moved to Cairo, Egypt. "The New York Times" reported that he was "researching a book about sexual politics." Although for nine years Egypt's law against "debauchery" had almost never been enforced, after the July 2013 military coup that brought General Abdel Fattah el-Sisi to power, a new crackdown on LGBT people began. More than 150 people were arrested in the next 18 months. Long documented the arrests from the start, interviewing as many as possible of the victims and publicizing many accounts on his blog, "A Paper Bird". He stressed the role of gender (rather than sexual orientation) in the persecution, and the way that transgender women and "effeminate" men were especially targeted for arrest. Long worked on a legal guide for endangered LGBT Egyptians that was published, in Arabic, on his blog. He also published warnings, in both English and Arabic, about Internet entrapment and surveillance in Egypt and how to protect online privacy.

In late 2012, Long moved to Cairo, Egypt. "The New York Times" reported that he was "researching a book about sexual politics." Although for nine years Egypt's law against "debauchery" had almost never been enforced, after the July 2013 military coup that brought General Abdel Fattah el-Sisi to power, a new crackdown on LGBT people began. More than 150 people were arrested in the next 18 months. Long documented the arrests from the start, interviewing as many as possible of the victims and publicizing many accounts on his blog, "A Paper Bird". He stressed the role of gender (rather than sexual orientation) in the persecution, and the way that transgender women and "effeminate" men were especially targeted for arrest. Long worked on a legal guide for endangered LGBT Egyptians that was published, in Arabic, on his blog. He also published warnings, in both English and Arabic, about Internet entrapment and surveillance in Egypt and how to protect online privacy.

In late 2012, Long moved to Cairo, Egypt. "The New York Times" reported that he was "researching a book about sexual politics." Although for nine years Egypt's law against "debauchery" had almost never been enforced, after the July 2013 military coup that brought General Abdel Fattah el-Sisi to power, a new crackdown on LGBT people began. More than 150 people were arrested in the next 18 months. Long documented the arrests from the start, interviewing as many as possible of the victims and publicizing many accounts on his blog, "A Paper Bird". He stressed the role of gender (rather than sexual orientation) in the persecution, and the way that transgender women and "effeminate" men were especially targeted for arrest. Long worked on a legal guide for endangered LGBT Egyptians that was published, in Arabic, on his blog. He also published warnings, in both English and Arabic, about Internet entrapment and surveillance in Egypt and how to protect online privacy.

Long helped organize several social media campaigns in Egypt to mobilize opposition to the crackdown. In December 2014, he was the first to break the news of a police raid on a Cairo bathhouse led by prominent journalist Mona Iraqi. 26 men were arrested and charged with "debauchery" in the most high-profile gay trial since the Queen Boat. The shocking pictures of the raid Long published galvanized indignation at the arrests, both inside Egypt and beyond. Partly as a result a court eventually acquitted all the men, a victory highly unusual under the draconian Sisi regime. Long was interviewed extensively by publications such as "The New York Times", the "Guardian", "BuzzFeed", and "Global Post", as well as in the Egyptian media. He also wrote about the human rights crisis in Egypt in such venues as the "Irish Times" and the "Advocate".

Long helped organize several social media campaigns in Egypt to mobilize opposition to the crackdown. In December 2014, he was the first to break the news of a police raid on a Cairo bathhouse led by prominent journalist Mona Iraqi. 26 men were arrested and charged with "debauchery" in the most high-profile gay trial since the Queen Boat. The shocking pictures of the raid Long published galvanized indignation at the arrests, both inside Egypt and beyond. Partly as a result a court eventually acquitted all the men, a victory highly unusual under the draconian Sisi regime. Long was interviewed extensively by publications such as "The New York Times", the "Guardian", "BuzzFeed", and "Global Post", as well as in the Egyptian media. He also wrote about the human rights crisis in Egypt in such venues as the "Irish Times" and the "Advocate".

Long helped organize several social media campaigns in Egypt to mobilize opposition to the crackdown. In December 2014, he was the first to break the news of a police raid on a Cairo bathhouse led by prominent journalist Mona Iraqi. 26 men were arrested and charged with "debauchery" in the most high-profile gay trial since the Queen Boat. The shocking pictures of the raid Long published galvanized indignation at the arrests, both inside Egypt and beyond. Partly as a result a court eventually acquitted all the men, a victory highly unusual under the draconian Sisi regime. Long was interviewed extensively by publications such as "The New York Times", the "Guardian", "BuzzFeed", and "Global Post", as well as in the Egyptian media. He also wrote about the human rights crisis in Egypt in such venues as the "Irish Times" and the "Advocate".

Long helped organize several social media campaigns in Egypt to mobilize opposition to the crackdown. In December 2014, he was the first to break the news of a police raid on a Cairo bathhouse led by prominent journalist Mona Iraqi. 26 men were arrested and charged with "debauchery" in the most high-profile gay trial since the Queen Boat. The shocking pictures of the raid Long published galvanized indignation at the arrests, both inside Egypt and beyond. Partly as a result a court eventually acquitted all the men, a victory highly unusual under the draconian Sisi regime. Long was interviewed extensively by publications such as "The New York Times", the "Guardian", "BuzzFeed", and "Global Post", as well as in the Egyptian media. He also wrote about the human rights crisis in Egypt in such venues as the "Irish Times" and the "Advocate".

Long helped organize several social media campaigns in Egypt to mobilize opposition to the crackdown. In December 2014, he was the first to break the news of a police raid on a Cairo bathhouse led by prominent journalist Mona Iraqi. 26 men were arrested and charged with "debauchery" in the most high-profile gay trial since the Queen Boat. The shocking pictures of the raid Long published galvanized indignation at the arrests, both inside Egypt and beyond. Partly as a result a court eventually acquitted all the men, a victory highly unusual under the draconian Sisi regime. Long was interviewed extensively by publications such as "The New York Times", the "Guardian", "BuzzFeed", and "Global Post", as well as in the Egyptian media. He also wrote about the human rights crisis in Egypt in such venues as the "Irish Times" and the "Advocate".

Long helped organize several social media campaigns in Egypt to mobilize opposition to the crackdown. In December 2014, he was the first to break the news of a police raid on a Cairo bathhouse led by prominent journalist Mona Iraqi. 26 men were arrested and charged with "debauchery" in the most high-profile gay trial since the Queen Boat. The shocking pictures of the raid Long published galvanized indignation at the arrests, both inside Egypt and beyond. Partly as a result a court eventually acquitted all the men, a victory highly unusual under the draconian Sisi regime. Long was interviewed extensively by publications such as "The New York Times", the "Guardian", "BuzzFeed", and "Global Post", as well as in the Egyptian media. He also wrote about the human rights crisis in Egypt in such venues as the "Irish Times" and the "Advocate".

I sometimes seem insouciant about threats in Egypt, but I'm not. It's just that the atmosphere of threat is general here. It affects every corner of your personality, yet it's hard to take it personally, so wide is the danger spread. ... Yesterday, talking with a reporter in the usual seedy Cairo café — a place I've always considered safe — I saw a well-dressed man at the next table listening intently. Finally he interrupted. He gathered I was interested in human rights, he said. What did I do? Did I work for Freedom House? Freedom House is, of course, a banned organization, its local office raided and shuttered by the military regime back in 2011. I said no. He added, almost enticingly, that he himself had been tortured, and offered to show me his scars. I gave him my contact information and told him to call me. That was simple responsibility – you do not refuse a torture victim anything you can give; but afterwards I cringed inside. It's how things are in Egypt. Other people, foreign passport-holders among them, have been arrested for "political" conversations in public places. You don't know if the person who approaches you is victim or violator, survivor of torture or State Security agent; or both.

I sometimes seem insouciant about threats in Egypt, but I'm not. It's just that the atmosphere of threat is general here. It affects every corner of your personality, yet it's hard to take it personally, so wide is the danger spread. ... Yesterday, talking with a reporter in the usual seedy Cairo café — a place I've always considered safe — I saw a well-dressed man at the next table listening intently. Finally he interrupted. He gathered I was interested in human rights, he said. What did I do? Did I work for Freedom House? Freedom House is, of course, a banned organization, its local office raided and shuttered by the military regime back in 2011. I said no. He added, almost enticingly, that he himself had been tortured, and offered to show me his scars. I gave him my contact information and told him to call me. That was simple responsibility – you do not refuse a torture victim anything you can give; but afterwards I cringed inside. It's how things are in Egypt. Other people, foreign passport-holders among them, have been arrested for "political" conversations in public places. You don't know if the person who approaches you is victim or violator, survivor of torture or State Security agent; or both.

I sometimes seem insouciant about threats in Egypt, but I'm not. It's just that the atmosphere of threat is general here. It affects every corner of your personality, yet it's hard to take it personally, so wide is the danger spread. ... Yesterday, talking with a reporter in the usual seedy Cairo café — a place I've always considered safe — I saw a well-dressed man at the next table listening intently. Finally he interrupted. He gathered I was interested in human rights, he said. What did I do? Did I work for Freedom House? Freedom House is, of course, a banned organization, its local office raided and shuttered by the military regime back in 2011. I said no. He added, almost enticingly, that he himself had been tortured, and offered to show me his scars. I gave him my contact information and told him to call me. That was simple responsibility – you do not refuse a torture victim anything you can give; but afterwards I cringed inside. It's how things are in Egypt. Other people, foreign passport-holders among them, have been arrested for "political" conversations in public places. You don't know if the person who approaches you is victim or violator, survivor of torture or State Security agent; or both.

I sometimes seem insouciant about threats in Egypt, but I'm not. It's just that the atmosphere of threat is general here. It affects every corner of your personality, yet it's hard to take it personally, so wide is the danger spread. ... Yesterday, talking with a reporter in the usual seedy Cairo café — a place I've always considered safe — I saw a well-dressed man at the next table listening intently. Finally he interrupted. He gathered I was interested in human rights, he said. What did I do? Did I work for Freedom House? Freedom House is, of course, a banned organization, its local office raided and shuttered by the military regime back in 2011. I said no. He added, almost enticingly, that he himself had been tortured, and offered to show me his scars. I gave him my contact information and told him to call me. That was simple responsibility – you do not refuse a torture victim anything you can give; but afterwards I cringed inside. It's how things are in Egypt. Other people, foreign passport-holders among them, have been arrested for "political" conversations in public places. You don't know if the person who approaches you is victim or violator, survivor of torture or State Security agent; or both.

I sometimes seem insouciant about threats in Egypt, but I'm not. It's just that the atmosphere of threat is general here. It affects every corner of your personality, yet it's hard to take it personally, so wide is the danger spread. ... Yesterday, talking with a reporter in the usual seedy Cairo café — a place I've always considered safe — I saw a well-dressed man at the next table listening intently. Finally he interrupted. He gathered I was interested in human rights, he said. What did I do? Did I work for Freedom House? Freedom House is, of course, a banned organization, its local office raided and shuttered by the military regime back in 2011. I said no. He added, almost enticingly, that he himself had been tortured, and offered to show me his scars. I gave him my contact information and told him to call me. That was simple responsibility – you do not refuse a torture victim anything you can give; but afterwards I cringed inside. It's how things are in Egypt. Other people, foreign passport-holders among them, have been arrested for "political" conversations in public places. You don't know if the person who approaches you is victim or violator, survivor of torture or State Security agent; or both.

I sometimes seem insouciant about threats in Egypt, but I'm not. It's just that the atmosphere of threat is general here. It affects every corner of your personality, yet it's hard to take it personally, so wide is the danger spread. ... Yesterday, talking with a reporter in the usual seedy Cairo café — a place I've always considered safe — I saw a well-dressed man at the next table listening intently. Finally he interrupted. He gathered I was interested in human rights, he said. What did I do? Did I work for Freedom House? Freedom House is, of course, a banned organization, its local office raided and shuttered by the military regime back in 2011. I said no. He added, almost enticingly, that he himself had been tortured, and offered to show me his scars. I gave him my contact information and told him to call me. That was simple responsibility – you do not refuse a torture victim anything you can give; but afterwards I cringed inside. It's how things are in Egypt. Other people, foreign passport-holders among them, have been arrested for "political" conversations in public places. You don't know if the person who approaches you is victim or violator, survivor of torture or State Security agent; or both.

Maryland Route 2 (MD 2) is the longest state highway in the U.S. state of Maryland. The route runs from Solomons Island in Calvert County north to an intersection with U.S. Route 1 (US 1)/US 40 Truck (North Avenue) in Baltimore. The route runs concurrent with MD 4 through much of Calvert County along a four-lane divided highway known as Solomons Island Road, passing through rural areas as well as the communities of Lusby, Port Republic, Prince Frederick, and Huntingtown. In Sunderland, MD 2 splits from MD 4 and continues north as two-lane undivided Solomons Island Road into Anne Arundel County, still passing through rural areas. Upon reaching Annapolis, the route runs concurrent with US 50/US 301 around the city. Between Annapolis and Baltimore, MD 2 runs along the Governor Ritchie Highway (also known as the Ritchie Highway), a multilane divided highway that heads through suburban areas, passing through Arnold, Severna Park, Pasadena, Glen Burnie, and Brooklyn Park. In Baltimore, the route heads north on city streets and passes through the downtown area of the city.

Maryland Route 2 (MD 2) is the longest state highway in the U.S. state of Maryland. The route runs from Solomons Island in Calvert County north to an intersection with U.S. Route 1 (US 1)/US 40 Truck (North Avenue) in Baltimore. The route runs concurrent with MD 4 through much of Calvert County along a four-lane divided highway known as Solomons Island Road, passing through rural areas as well as the communities of Lusby, Port Republic, Prince Frederick, and Huntingtown. In Sunderland, MD 2 splits from MD 4 and continues north as two-lane undivided Solomons Island Road into Anne Arundel County, still passing through rural areas. Upon reaching Annapolis, the route runs concurrent with US 50/US 301 around the city. Between Annapolis and Baltimore, MD 2 runs along the Governor Ritchie Highway (also known as the Ritchie Highway), a multilane divided highway that heads through suburban areas, passing through Arnold, Severna Park, Pasadena, Glen Burnie, and Brooklyn Park. In Baltimore, the route heads north on city streets and passes through the downtown area of the city.

What would become part of MD 2 was originally planned as two different state roads in 1909. The portion between Solomons and Annapolis was built as a gravel road called Solomons Island Road between 1910 and 1915. The portion of road between Annapolis and Glen Burnie was built as part of the Baltimore–Annapolis Boulevard, a road authorized in 1910 to connect Baltimore and Annapolis and was completed in 1924 with the construction of a bridge over the Severn River leading to Annapolis. A state road between Glen Burnie and Baltimore was completed in 1911. MD 2 was designated in 1927 between Solomons and Baltimore, using Solomons Island Road, streets through Annapolis, the Baltimore–Annapolis Boulevard, and the state road between Glen Burnie and Baltimore. MD 2 was marked up to US 1 in Baltimore in 1939. In the 1930s, MD 2 was realigned onto the four-lane Governor Ritchie Highway between Annapolis and Baltimore; the former routing along Baltimore–Annapolis Boulevard became MD 648. Ritchie Highway became a divided highway in 1950. Between the 1930s and the 1950s, several upgrades and realignments occurred to the portion of MD 2 between Solomons and Annapolis. MD 2 was realigned to bypass Annapolis on the US 50 freeway in 1955, with MD 450 replacing the route through Annapolis. The route between Solomons and Sunderland became concurrent with MD 416 in 1960, which was renumbered to MD 4 in 1965. Between the 1960s and the 1980s, MD 2/MD 4 between Solomons and Sunderland was widened into a divided highway, with the bypassed former alignments becoming multiple sections of MD 765. The Ritchie Highway portion of the route was originally the main route between Annapolis and Baltimore until Interstate 97 (I-97) was completed in the 1990s.

What would become part of MD 2 was originally planned as two different state roads in 1909. The portion between Solomons and Annapolis was built as a gravel road called Solomons Island Road between 1910 and 1915. The portion of road between Annapolis and Glen Burnie was built as part of the Baltimore–Annapolis Boulevard, a road authorized in 1910 to connect Baltimore and Annapolis and was completed in 1924 with the construction of a bridge over the Severn River leading to Annapolis. A state road between Glen Burnie and Baltimore was completed in 1911. MD 2 was designated in 1927 between Solomons and Baltimore, using Solomons Island Road, streets through Annapolis, the Baltimore–Annapolis Boulevard, and the state road between Glen Burnie and Baltimore. MD 2 was marked up to US 1 in Baltimore in 1939. In the 1930s, MD 2 was realigned onto the four-lane Governor Ritchie Highway between Annapolis and Baltimore; the former routing along Baltimore–Annapolis Boulevard became MD 648. Ritchie Highway became a divided highway in 1950. Between the 1930s and the 1950s, several upgrades and realignments occurred to the portion of MD 2 between Solomons and Annapolis. MD 2 was realigned to bypass Annapolis on the US 50 freeway in 1955, with MD 450 replacing the route through Annapolis. The route between Solomons and Sunderland became concurrent with MD 416 in 1960, which was renumbered to MD 4 in 1965. Between the 1960s and the 1980s, MD 2/MD 4 between Solomons and Sunderland was widened into a divided highway, with the bypassed former alignments becoming multiple sections of MD 765. The Ritchie Highway portion of the route was originally the main route between Annapolis and Baltimore until Interstate 97 (I-97) was completed in the 1990s.

MD 2 heads north on Solomons Island Road, a two-lane undivided road in Solomons Island, Calvert County from an intersection with Lore Road and an off-ramp from northbound MD 4 known as MD 2G. A short distance later, a portion of MD 765 called MD 765R continues north along Solomons Island Road, while MD 2 merges onto MD 4 at an interchange to form a concurrency with that route on a four-lane divided highway a short distance north of where MD 4 crosses the Patuxent River over the Governor Thomas Johnson Bridge. Upon merging with MD 4, the road continues north as Solomons Island Road, passing commercial areas to the east and a U.S. Navy Recreation Center to the west. It continues north-northeast into wooded areas, with MD 765 running a short distance to the east of the road. This portion of the road, also known as the Louis L. Goldstein Highway in honor of Louis L. Goldstein, a former Comptroller of Maryland, intersects with MD 760 (Rousby Hall Road). MD 2/MD 4 heads north to an intersection with MD 497 (Cove Point Road) and turns north-northwest, passing near Calvert Cliffs State Park.

MD 2 heads north on Solomons Island Road, a two-lane undivided road in Solomons Island, Calvert County from an intersection with Lore Road and an off-ramp from northbound MD 4 known as MD 2G. A short distance later, a portion of MD 765 called MD 765R continues north along Solomons Island Road, while MD 2 merges onto MD 4 at an interchange to form a concurrency with that route on a four-lane divided highway a short distance north of where MD 4 crosses the Patuxent River over the Governor Thomas Johnson Bridge. Upon merging with MD 4, the road continues north as Solomons Island Road, passing commercial areas to the east and a U.S. Navy Recreation Center to the west. It continues north-northeast into wooded areas, with MD 765 running a short distance to the east of the road. This portion of the road, also known as the Louis L. Goldstein Highway in honor of Louis L. Goldstein, a former Comptroller of Maryland, intersects with MD 760 (Rousby Hall Road). MD 2/MD 4 heads north to an intersection with MD 497 (Cove Point Road) and turns north-northwest, passing near Calvert Cliffs State Park.

MD 765 eventually crosses the route in Lusby and runs to the west of it as Pardoe Road, where it is officially called MD 765Q. MD 765 ends at the road a short distance to the north and emerges to the east of the road again as Nursery Road a short distance later. Solomons Island Road intersects MD 2N (Calvert Cliffs Parkway), which provides access to the Calvert Cliffs Nuclear Power Plant and another segment of MD 765 which runs to the west of the route on Saw Mill Road. MD 2/MD 4 turns to the west, intersecting MD 765 before turning north-northwest again with MD 765 running to the east of the route as St. Leonard Road through the community of St. Leonard. At the intersection with Ball Road/Calvert Beach Road in St. Leonard, the road passes east of a park and ride lot serving MTA Maryland commuter buses. MD 2/MD 4 continues through woodland with some residences and businesses, before turning west at a junction with the western terminus of MD 509 (Governor Run Road) into a mix of farmland and woodland, intersecting MD 264 (Broomes Island Road) and MD 765 again in Port Republic.

MD 765 eventually crosses the route in Lusby and runs to the west of it as Pardoe Road, where it is officially called MD 765Q. MD 765 ends at the road a short distance to the north and emerges to the east of the road again as Nursery Road a short distance later. Solomons Island Road intersects MD 2N (Calvert Cliffs Parkway), which provides access to the Calvert Cliffs Nuclear Power Plant and another segment of MD 765 which runs to the west of the route on Saw Mill Road. MD 2/MD 4 turns to the west, intersecting MD 765 before turning north-northwest again with MD 765 running to the east of the route as St. Leonard Road through the community of St. Leonard. At the intersection with Ball Road/Calvert Beach Road in St. Leonard, the road passes east of a park and ride lot serving MTA Maryland commuter buses. MD 2/MD 4 continues through woodland with some residences and businesses, before turning west at a junction with the western terminus of MD 509 (Governor Run Road) into a mix of farmland and woodland, intersecting MD 264 (Broomes Island Road) and MD 765 again in Port Republic.

At the split, MD 4 heads northwest on four-lane divided Southern Maryland Boulevard while MD 2 heads northeast on two-lane undivided Solomons Island Road. Shortly after splitting from MD 4, the route intersects the eastern terminus of MD 262 (Lower Marlboro Road) before passing east of a park and ride lot serving MTA Maryland commuter buses and heading into woodland with areas of residences and businesses. Another section of MD 765 called Wayside Drive loops to the west of MD 2 for a distance before MD 765 loops again to the east on Mt. Harmony Lane. MD 765 returns to MD 2 past this intersection and MD 778 then loops to the east of the route on Old Solomons Island Road. The route continues north to an intersection with MD 260 (Chesapeake Beach Road) near Owings.

At the split, MD 4 heads northwest on four-lane divided Southern Maryland Boulevard while MD 2 heads northeast on two-lane undivided Solomons Island Road. Shortly after splitting from MD 4, the route intersects the eastern terminus of MD 262 (Lower Marlboro Road) before passing east of a park and ride lot serving MTA Maryland commuter buses and heading into woodland with areas of residences and businesses. Another section of MD 765 called Wayside Drive loops to the west of MD 2 for a distance before MD 765 loops again to the east on Mt. Harmony Lane. MD 765 returns to MD 2 past this intersection and MD 778 then loops to the east of the route on Old Solomons Island Road. The route continues north to an intersection with MD 260 (Chesapeake Beach Road) near Owings.

Just past the MD 260 intersection, MD 2 crosses into Anne Arundel County where it continues through a mix of farmland and woodland. It intersects Friendship Road/Sansbury Road at a roundabout, which connects to MD 261, before intersecting MD 778 again. The route junctions with MD 423 (Fairhaven Road). The road proceeds through rural areas with some residences, coming to an intersection with MD 256 (Deale Road). A short distance later, MD 2 crosses MD 258 (Bay Front Road) and passes east of a park and ride lot as it continues north, with former alignments of the road designated as suffixed segments of MD 778. The road reaches Lothian, where it intersects MD 408 (Mount Zion-Marlboro Road) and MD 422 (Bayard Road) at a roundabout.

Just past the MD 260 intersection, MD 2 crosses into Anne Arundel County where it continues through a mix of farmland and woodland. It intersects Friendship Road/Sansbury Road at a roundabout, which connects to MD 261, before intersecting MD 778 again. The route junctions with MD 423 (Fairhaven Road). The road proceeds through rural areas with some residences, coming to an intersection with MD 256 (Deale Road). A short distance later, MD 2 crosses MD 258 (Bay Front Road) and passes east of a park and ride lot as it continues north, with former alignments of the road designated as suffixed segments of MD 778. The road reaches Lothian, where it intersects MD 408 (Mount Zion-Marlboro Road) and MD 422 (Bayard Road) at a roundabout.

At the roundabout, MD 2 makes a turn to the northeast, passing through agricultural areas with some homes. The road intersects MD 255 (Owensville Road) before it curves northwest and passes through the community of Harwood, where it turns northeast and heads east of Southern High School. The route continues through rural land and passes through the community of Birdsville. The road heads northeast, with residential development increasing as the road approaches its intersection with MD 214 (Central Avenue). Here, MD 2 widens into a four-lane divided highway and heads through commercial areas, intersecting MD 253 (Mayo Road) adjacent to Lee Airport. Past this intersection, the road traverses residential areas before it crosses over the South River. The former alignments of MD 2 around the bridge are designated as MD 553. Upon crossing the river, MD 2 continues past residential neighborhoods and widens to six lanes. It comes to an interchange with MD 665 (Aris T. Allen Boulevard). Past the MD 665 interchange, the route heads into commercial areas on the outskirts of Annapolis, with MD 393 (Old Solomons Island Road) branching off from the route and paralleling it to the east. MD 2 crosses MD 450 (West Street) before the route merges onto US 50/US 301 and unsigned I-595 (John Hanson Highway).

At the roundabout, MD 2 makes a turn to the northeast, passing through agricultural areas with some homes. The road intersects MD 255 (Owensville Road) before it curves northwest and passes through the community of Harwood, where it turns northeast and heads east of Southern High School. The route continues through rural land and passes through the community of Birdsville. The road heads northeast, with residential development increasing as the road approaches its intersection with MD 214 (Central Avenue). Here, MD 2 widens into a four-lane divided highway and heads through commercial areas, intersecting MD 253 (Mayo Road) adjacent to Lee Airport. Past this intersection, the road traverses residential areas before it crosses over the South River. The former alignments of MD 2 around the bridge are designated as MD 553. Upon crossing the river, MD 2 continues past residential neighborhoods and widens to six lanes. It comes to an interchange with MD 665 (Aris T. Allen Boulevard). Past the MD 665 interchange, the route heads into commercial areas on the outskirts of Annapolis, with MD 393 (Old Solomons Island Road) branching off from the route and paralleling it to the east. MD 2 crosses MD 450 (West Street) before the route merges onto US 50/US 301 and unsigned I-595 (John Hanson Highway).

MD 2 heads north on the Ritchie Highway, a four-lane divided highway, passing through wooded residential areas of Arnold. The route intersects the north end of a segment of MD 648 (Baltimore Annapolis Boulevard), which branches off and runs west of the route a short distance later. It passes the campus of Anne Arundel Community College and intersects College Drive. The road continues through wooded neighborhoods with some businesses, eventually reaching Severna Park. Here, the route heads through commercial areas, intersecting McKinsey Road near the Severna Park Marketplace (formerly the Severna Park Mall). A short distance later, MD 2 intersects MD 648 (Baltimore-Annapolis Road), forming a brief concurrency with that route before MD 648 heads to the east of it again. The road continues past residences before reaching Pasadena. Shortly after, MD 2 intersects the southern end of MD 10 (Arundel Expressway). Past MD 10, the route heads into commercial areas as a six-lane road before coming to an interchange with MD 100.

MD 2 heads north on the Ritchie Highway, a four-lane divided highway, passing through wooded residential areas of Arnold. The route intersects the north end of a segment of MD 648 (Baltimore Annapolis Boulevard), which branches off and runs west of the route a short distance later. It passes the campus of Anne Arundel Community College and intersects College Drive. The road continues through wooded neighborhoods with some businesses, eventually reaching Severna Park. Here, the route heads through commercial areas, intersecting McKinsey Road near the Severna Park Marketplace (formerly the Severna Park Mall). A short distance later, MD 2 intersects MD 648 (Baltimore-Annapolis Road), forming a brief concurrency with that route before MD 648 heads to the east of it again. The road continues past residences before reaching Pasadena. Shortly after, MD 2 intersects the southern end of MD 10 (Arundel Expressway). Past MD 10, the route heads into commercial areas as a six-lane road before coming to an interchange with MD 100.

MD 2 enters Baltimore, where it becomes Potee Street and is maintained by the Baltimore Department of Transportation. The route heads through urban residential and commercial areas in the Brooklyn neighborhood, intersecting MD 173 (Patapsco Avenue). A short distance later, it comes to an interchange with I-895 (Harbor Tunnel Thruway) a short distance later that has access from northbound MD 2 to northbound I-895 and from southbound I-895 to southbound MD 2. The route passes under the Curtis Bay Branch of CSX's Baltimore Terminal Subdivision railroad line and splits into a one-way pair consisting of four lanes in each direction, with the northbound direction of MD 2 following Hanover Street and the southbound direction of MD 2 following Potee Street. The route crosses over the Patapsco River and continues into the Cherry Hill neighborhood, running to the west of the Middle Branch of the Patapsco River with Hanover Street passing by Harbor Hospital. Past the Waterview Avenue intersection, MD 2 becomes two-way Hanover Street, a five-lane street. It crosses over the Middle Branch on the Hanover Street Bridge and continues north through industrial areas. MD 2 Truck heads east from the route on McComas Street prior to the interchange with I-95. Past the I-95 interchange, MD 2 heads through the Federal Hill neighborhood through areas of rowhomes as a two-lane street.

MD 2 enters Baltimore, where it becomes Potee Street and is maintained by the Baltimore Department of Transportation. The route heads through urban residential and commercial areas in the Brooklyn neighborhood, intersecting MD 173 (Patapsco Avenue). A short distance later, it comes to an interchange with I-895 (Harbor Tunnel Thruway) a short distance later that has access from northbound MD 2 to northbound I-895 and from southbound I-895 to southbound MD 2. The route passes under the Curtis Bay Branch of CSX's Baltimore Terminal Subdivision railroad line and splits into a one-way pair consisting of four lanes in each direction, with the northbound direction of MD 2 following Hanover Street and the southbound direction of MD 2 following Potee Street. The route crosses over the Patapsco River and continues into the Cherry Hill neighborhood, running to the west of the Middle Branch of the Patapsco River with Hanover Street passing by Harbor Hospital. Past the Waterview Avenue intersection, MD 2 becomes two-way Hanover Street, a five-lane street. It crosses over the Middle Branch on the Hanover Street Bridge and continues north through industrial areas. MD 2 Truck heads east from the route on McComas Street prior to the interchange with I-95. Past the I-95 interchange, MD 2 heads through the Federal Hill neighborhood through areas of rowhomes as a two-lane street.

At the intersection with Montgomery Street, MD 2 splits into another one-way pair with the northbound direction running east on Montgomery Street and then turning north on Light Street, intersecting MD 2 Truck (Key Highway) and passing by the Maryland Science Center, and the southbound direction following Hughes Street to Hanover Street. Along this one-way pair, the route carries one lane in each direction with the exception of Light Street, where the northbound direction has four lanes. Both directions of MD 2 join again along eight-lane divided Light Street and the route heads toward the Inner Harbor. Near Harborplace, the route splits into another one-way pair with northbound MD 2 running along three-lane Calvert Street and southbound MD 2 running along four-lane St. Paul Street. The route crosses many streets in downtown Baltimore, including Pratt Street, Lombard Street, Baltimore Street, Fayette Street, and Saratoga Street. The one-way pair passes by Mercy Medical Center before coming to US 40. Calvert Street passes under US 40 (the Orleans Street Viaduct) while St. Paul Street splits into two roadways between Lexington Street and Centre Street, with the left roadway passing under US 40 and the right roadway intersecting US 40 as it follows the one-way pair of Franklin Street westbound and Mulberry Street eastbound.

At the intersection with Montgomery Street, MD 2 splits into another one-way pair with the northbound direction running east on Montgomery Street and then turning north on Light Street, intersecting MD 2 Truck (Key Highway) and passing by the Maryland Science Center, and the southbound direction following Hughes Street to Hanover Street. Along this one-way pair, the route carries one lane in each direction with the exception of Light Street, where the northbound direction has four lanes. Both directions of MD 2 join again along eight-lane divided Light Street and the route heads toward the Inner Harbor. Near Harborplace, the route splits into another one-way pair with northbound MD 2 running along three-lane Calvert Street and southbound MD 2 running along four-lane St. Paul Street. The route crosses many streets in downtown Baltimore, including Pratt Street, Lombard Street, Baltimore Street, Fayette Street, and Saratoga Street. The one-way pair passes by Mercy Medical Center before coming to US 40. Calvert Street passes under US 40 (the Orleans Street Viaduct) while St. Paul Street splits into two roadways between Lexington Street and Centre Street, with the left roadway passing under US 40 and the right roadway intersecting US 40 as it follows the one-way pair of Franklin Street westbound and Mulberry Street eastbound.

Past US 40, the route heads away from the downtown area and passes more rowhomes. It comes to a partial interchange with I-83 (Jones Falls Expressway), consisting of a ramp from southbound I-83 to southbound MD 2, and crosses over Amtrak's Northeast Corridor rail line adjacent to Penn Station serving Amtrak and MARC's Penn Line. Past the train station, MD 2 intersects the southern terminus of MD 25, which follows a one-way pair along eastbound Lanvale Street (carrying the southbound direction) and westbound Lafayette Avenue (carrying the northbound direction), before it comes to its northern terminus at US 1 and US 40 Truck (North Avenue).

Past US 40, the route heads away from the downtown area and passes more rowhomes. It comes to a partial interchange with I-83 (Jones Falls Expressway), consisting of a ramp from southbound I-83 to southbound MD 2, and crosses over Amtrak's Northeast Corridor rail line adjacent to Penn Station serving Amtrak and MARC's Penn Line. Past the train station, MD 2 intersects the southern terminus of MD 25, which follows a one-way pair along eastbound Lanvale Street (carrying the southbound direction) and westbound Lafayette Avenue (carrying the northbound direction), before it comes to its northern terminus at US 1 and US 40 Truck (North Avenue).

Solomons Island Road was one of the original state roads marked for improvement to form a statewide system by the Maryland State Roads Commission in 1909. The highway was graded and surfaced as an improved dirt road from Owings south to Hunting Creek in 1910 and 1911 and from there to Prince Frederick between 1911 and 1913. Solomons Island Road from Prince Frederick south to Solomons was graded and surfaced as a dirt road in 1913 except for two segments: a wide shell road was built through Solomons and a wide gravel road was built for through Lusby. This highway was improved to a gravel road for its whole length and several dangerous curves were modified by 1919. Solomons Island Road from Lothian to Edgewater was built as a wide gravel road in 1915. The state road between Edgewater and Annapolis was also finished by 1915.

Solomons Island Road was one of the original state roads marked for improvement to form a statewide system by the Maryland State Roads Commission in 1909. The highway was graded and surfaced as an improved dirt road from Owings south to Hunting Creek in 1910 and 1911 and from there to Prince Frederick between 1911 and 1913. Solomons Island Road from Prince Frederick south to Solomons was graded and surfaced as a dirt road in 1913 except for two segments: a wide shell road was built through Solomons and a wide gravel road was built for through Lusby. This highway was improved to a gravel road for its whole length and several dangerous curves were modified by 1919. Solomons Island Road from Lothian to Edgewater was built as a wide gravel road in 1915. The state road between Edgewater and Annapolis was also finished by 1915.

In 1910, the Maryland General Assembly authorized funding for the construction of a boulevard between Annapolis and Baltimore. This boulevard, which would have a minimum road width of , would begin in Annapolis, cross the Severn River, head northwest to Glen Burnie, and continue through Anne Arundel and Baltimore counties to the tracks of the Baltimore & Ohio Railroad in South Baltimore. The newly formed Maryland State Roads Commission was placed in charge of constructing the new Baltimore–Annapolis Boulevard. The boulevard was constructed as a wide macadam road from the Severn River north to Arnold and from Severna Park to Pasadena in 1910 and 1911. The sections between Arnold and Severna Park and from Pasadena to Glen Burnie were completed in 1912. The boulevard followed much of what is today MD 648, with the major difference being in Pasadena, where instead of following Waterford Road north to MD 177, the boulevard headed northwest along what are discontinuous segments of MD 915 to Lipins Corner.

In 1910, the Maryland General Assembly authorized funding for the construction of a boulevard between Annapolis and Baltimore. This boulevard, which would have a minimum road width of , would begin in Annapolis, cross the Severn River, head northwest to Glen Burnie, and continue through Anne Arundel and Baltimore counties to the tracks of the Baltimore & Ohio Railroad in South Baltimore. The newly formed Maryland State Roads Commission was placed in charge of constructing the new Baltimore–Annapolis Boulevard. The boulevard was constructed as a wide macadam road from the Severn River north to Arnold and from Severna Park to Pasadena in 1910 and 1911. The sections between Arnold and Severna Park and from Pasadena to Glen Burnie were completed in 1912. The boulevard followed much of what is today MD 648, with the major difference being in Pasadena, where instead of following Waterford Road north to MD 177, the boulevard headed northwest along what are discontinuous segments of MD 915 to Lipins Corner.

Unrelated to the Baltimore–Annapolis Boulevard, the commission constructed a wide macadam road from Glen Burnie to Brooklyn, which was then in Anne Arundel County, in 1915. In Brooklyn, the new highway connected with the south end of the Light Street Bridge that crossed the Patapsco River into Baltimore. With a road completed from Annapolis to Baltimore, the roads commission suggested that it should not be required to complete a road between Glen Burnie and South Baltimore. The commission asked the Maryland General Assembly to pass a bill releasing the commission from the responsibility of completing the highway from Glen Burnie to South Baltimore. However, the Maryland General Assembly disagreed with the Maryland State Roads Commission and passed a bill in 1914 requiring the commission to finish the boulevard between Glen Burnie and South Baltimore. The Baltimore–Annapolis Boulevard north from Glen Burnie to Baltimore was finished in 1916. The final gap in the Baltimore–Annapolis Boulevard was filled when the first modern Severn River Bridge was completed in 1924. This concrete bridge, which had a roadway width of and a steel bascule draw with a horizontal clearance of , replaced a narrow one-lane bridge. The entire length of the Baltimore–Annapolis Boulevard was widened to with a pair of wide concrete shoulders by 1927. The highway's bridge over Marley Creek was rebuilt from a width of to in 1926.

Unrelated to the Baltimore–Annapolis Boulevard, the commission constructed a wide macadam road from Glen Burnie to Brooklyn, which was then in Anne Arundel County, in 1915. In Brooklyn, the new highway connected with the south end of the Light Street Bridge that crossed the Patapsco River into Baltimore. With a road completed from Annapolis to Baltimore, the roads commission suggested that it should not be required to complete a road between Glen Burnie and South Baltimore. The commission asked the Maryland General Assembly to pass a bill releasing the commission from the responsibility of completing the highway from Glen Burnie to South Baltimore. However, the Maryland General Assembly disagreed with the Maryland State Roads Commission and passed a bill in 1914 requiring the commission to finish the boulevard between Glen Burnie and South Baltimore. The Baltimore–Annapolis Boulevard north from Glen Burnie to Baltimore was finished in 1916. The final gap in the Baltimore–Annapolis Boulevard was filled when the first modern Severn River Bridge was completed in 1924. This concrete bridge, which had a roadway width of and a steel bascule draw with a horizontal clearance of , replaced a narrow one-lane bridge. The entire length of the Baltimore–Annapolis Boulevard was widened to with a pair of wide concrete shoulders by 1927. The highway's bridge over Marley Creek was rebuilt from a width of to in 1926.

When Maryland assigned state route numbers in 1927, MD 2 was designated between Solomons and Baltimore. The route followed Solomons Island Road from Solomons to west of Annapolis, where it ran concurrent with US 50 into the city on West Street. MD 2 passed through downtown Annapolis on College Avenue and King George Street before it left the city on the Severn River Bridge and continued north along Baltimore–Annapolis Boulevard to Glen Burnie. From Glen Burnie, MD 3 continued along Baltimore–Annapolis Boulevard while MD 2 headed north to Baltimore and connected to Potee Street. MD 2 was designated in Baltimore in 1939 to follow Hanover Street north to US 1.

When Maryland assigned state route numbers in 1927, MD 2 was designated between Solomons and Baltimore. The route followed Solomons Island Road from Solomons to west of Annapolis, where it ran concurrent with US 50 into the city on West Street. MD 2 passed through downtown Annapolis on College Avenue and King George Street before it left the city on the Severn River Bridge and continued north along Baltimore–Annapolis Boulevard to Glen Burnie. From Glen Burnie, MD 3 continued along Baltimore–Annapolis Boulevard while MD 2 headed north to Baltimore and connected to Potee Street. MD 2 was designated in Baltimore in 1939 to follow Hanover Street north to US 1.

In 1930, a concrete cut-off was built in Glen Burnie that allowed MD 2 traffic to bypass the community's central intersection to the northeast. In 1934, the Maryland State Roads Commission recommended expanding Baltimore–Annapolis Boulevard to at least in width for its entire length, with a width of urged from MD 177 to MD 3 and on MD 2 from the center of Glen Burnie to Furnace Branch. The first portion of Governor Ritchie Highway was completed as a four-lane divided upgrade to existing MD 2 from the Baltimore city limit in Brooklyn Park to Furnace Branch in 1934 and 1935. Construction on the remainder of Governor Ritchie Highway began in 1936 and was completed south from Furnace Branch to the Severn River in 1938. All old segments of MD 2 were redesignated MD 648 by 1939, with MD 2 designated on the Governor Ritchie Highway. This highway was named for former Maryland Governor Albert C. Ritchie. The Governor Ritchie Highway portion of MD 2 was upgraded to a divided highway in 1950. Throughout the mid 20th-century, a commercial district developed along MD 2 in Glen Burnie, which included several car dealerships and the Harundale Mall. In 1953, the freeway to the north of Annapolis was completed. A divided highway connector between Solomons Island Road and this freeway was built in 1955, and MD 2 was rerouted to bypass Annapolis along with US 50 on this freeway. The former alignment of US 50 and MD 2 in Annapolis was designated as MD 450.

In 1930, a concrete cut-off was built in Glen Burnie that allowed MD 2 traffic to bypass the community's central intersection to the northeast. In 1934, the Maryland State Roads Commission recommended expanding Baltimore–Annapolis Boulevard to at least in width for its entire length, with a width of urged from MD 177 to MD 3 and on MD 2 from the center of Glen Burnie to Furnace Branch. The first portion of Governor Ritchie Highway was completed as a four-lane divided upgrade to existing MD 2 from the Baltimore city limit in Brooklyn Park to Furnace Branch in 1934 and 1935. Construction on the remainder of Governor Ritchie Highway began in 1936 and was completed south from Furnace Branch to the Severn River in 1938. All old segments of MD 2 were redesignated MD 648 by 1939, with MD 2 designated on the Governor Ritchie Highway. This highway was named for former Maryland Governor Albert C. Ritchie. The Governor Ritchie Highway portion of MD 2 was upgraded to a divided highway in 1950. Throughout the mid 20th-century, a commercial district developed along MD 2 in Glen Burnie, which included several car dealerships and the Harundale Mall. In 1953, the freeway to the north of Annapolis was completed. A divided highway connector between Solomons Island Road and this freeway was built in 1955, and MD 2 was rerouted to bypass Annapolis along with US 50 on this freeway. The former alignment of US 50 and MD 2 in Annapolis was designated as MD 450.

In 1930, a concrete cut-off was built in Glen Burnie that allowed MD 2 traffic to bypass the community's central intersection to the northeast. In 1934, the Maryland State Roads Commission recommended expanding Baltimore–Annapolis Boulevard to at least in width for its entire length, with a width of urged from MD 177 to MD 3 and on MD 2 from the center of Glen Burnie to Furnace Branch. The first portion of Governor Ritchie Highway was completed as a four-lane divided upgrade to existing MD 2 from the Baltimore city limit in Brooklyn Park to Furnace Branch in 1934 and 1935. Construction on the remainder of Governor Ritchie Highway began in 1936 and was completed south from Furnace Branch to the Severn River in 1938. All old segments of MD 2 were redesignated MD 648 by 1939, with MD 2 designated on the Governor Ritchie Highway. This highway was named for former Maryland Governor Albert C. Ritchie. The Governor Ritchie Highway portion of MD 2 was upgraded to a divided highway in 1950. Throughout the mid 20th-century, a commercial district developed along MD 2 in Glen Burnie, which included several car dealerships and the Harundale Mall. In 1953, the freeway to the north of Annapolis was completed. A divided highway connector between Solomons Island Road and this freeway was built in 1955, and MD 2 was rerouted to bypass Annapolis along with US 50 on this freeway. The former alignment of US 50 and MD 2 in Annapolis was designated as MD 450.

In 1930, a concrete cut-off was built in Glen Burnie that allowed MD 2 traffic to bypass the community's central intersection to the northeast. In 1934, the Maryland State Roads Commission recommended expanding Baltimore–Annapolis Boulevard to at least in width for its entire length, with a width of urged from MD 177 to MD 3 and on MD 2 from the center of Glen Burnie to Furnace Branch. The first portion of Governor Ritchie Highway was completed as a four-lane divided upgrade to existing MD 2 from the Baltimore city limit in Brooklyn Park to Furnace Branch in 1934 and 1935. Construction on the remainder of Governor Ritchie Highway began in 1936 and was completed south from Furnace Branch to the Severn River in 1938. All old segments of MD 2 were redesignated MD 648 by 1939, with MD 2 designated on the Governor Ritchie Highway. This highway was named for former Maryland Governor Albert C. Ritchie. The Governor Ritchie Highway portion of MD 2 was upgraded to a divided highway in 1950. Throughout the mid 20th-century, a commercial district developed along MD 2 in Glen Burnie, which included several car dealerships and the Harundale Mall. In 1953, the freeway to the north of Annapolis was completed. A divided highway connector between Solomons Island Road and this freeway was built in 1955, and MD 2 was rerouted to bypass Annapolis along with US 50 on this freeway. The former alignment of US 50 and MD 2 in Annapolis was designated as MD 450.

In 1930, a concrete cut-off was built in Glen Burnie that allowed MD 2 traffic to bypass the community's central intersection to the northeast. In 1934, the Maryland State Roads Commission recommended expanding Baltimore–Annapolis Boulevard to at least in width for its entire length, with a width of urged from MD 177 to MD 3 and on MD 2 from the center of Glen Burnie to Furnace Branch. The first portion of Governor Ritchie Highway was completed as a four-lane divided upgrade to existing MD 2 from the Baltimore city limit in Brooklyn Park to Furnace Branch in 1934 and 1935. Construction on the remainder of Governor Ritchie Highway began in 1936 and was completed south from Furnace Branch to the Severn River in 1938. All old segments of MD 2 were redesignated MD 648 by 1939, with MD 2 designated on the Governor Ritchie Highway. This highway was named for former Maryland Governor Albert C. Ritchie. The Governor Ritchie Highway portion of MD 2 was upgraded to a divided highway in 1950. Throughout the mid 20th-century, a commercial district developed along MD 2 in Glen Burnie, which included several car dealerships and the Harundale Mall. In 1953, the freeway to the north of Annapolis was completed. A divided highway connector between Solomons Island Road and this freeway was built in 1955, and MD 2 was rerouted to bypass Annapolis along with US 50 on this freeway. The former alignment of US 50 and MD 2 in Annapolis was designated as MD 450.

In 1930, a concrete cut-off was built in Glen Burnie that allowed MD 2 traffic to bypass the community's central intersection to the northeast. In 1934, the Maryland State Roads Commission recommended expanding Baltimore–Annapolis Boulevard to at least in width for its entire length, with a width of urged from MD 177 to MD 3 and on MD 2 from the center of Glen Burnie to Furnace Branch. The first portion of Governor Ritchie Highway was completed as a four-lane divided upgrade to existing MD 2 from the Baltimore city limit in Brooklyn Park to Furnace Branch in 1934 and 1935. Construction on the remainder of Governor Ritchie Highway began in 1936 and was completed south from Furnace Branch to the Severn River in 1938. All old segments of MD 2 were redesignated MD 648 by 1939, with MD 2 designated on the Governor Ritchie Highway. This highway was named for former Maryland Governor Albert C. Ritchie. The Governor Ritchie Highway portion of MD 2 was upgraded to a divided highway in 1950. Throughout the mid 20th-century, a commercial district developed along MD 2 in Glen Burnie, which included several car dealerships and the Harundale Mall. In 1953, the freeway to the north of Annapolis was completed. A divided highway connector between Solomons Island Road and this freeway was built in 1955, and MD 2 was rerouted to bypass Annapolis along with US 50 on this freeway. The former alignment of US 50 and MD 2 in Annapolis was designated as MD 450.

MD 2 originally followed Armory Road through the northern part of Prince Frederick. By 1946, the highway had been relocated to its modern alignment and paved north of Armory Road to Sunderland. The bypassed portion of Armory Road was marked as MD 750 by 1950 but may have been removed from the state highway system by 1952. MD 2 was widened to and resurfaced with bituminous concrete through Prince Frederick in 1950. This improvement occurred contemporaneously with or shortly before the construction of the Prince Frederick bypass; MD 2 moved to the new wide bituminous stabilized gravel highway in the autumn of 1951. The bypass was resurfaced with bituminous concrete in 1954 and 1955. By 1956, the old road through the county seat was marked as the first section of MD 765.

MD 2 originally followed Armory Road through the northern part of Prince Frederick. By 1946, the highway had been relocated to its modern alignment and paved north of Armory Road to Sunderland. The bypassed portion of Armory Road was marked as MD 750 by 1950 but may have been removed from the state highway system by 1952. MD 2 was widened to and resurfaced with bituminous concrete through Prince Frederick in 1950. This improvement occurred contemporaneously with or shortly before the construction of the Prince Frederick bypass; MD 2 moved to the new wide bituminous stabilized gravel highway in the autumn of 1951. The bypass was resurfaced with bituminous concrete in 1954 and 1955. By 1956, the old road through the county seat was marked as the first section of MD 765.

MD 2 originally followed Armory Road through the northern part of Prince Frederick. By 1946, the highway had been relocated to its modern alignment and paved north of Armory Road to Sunderland. The bypassed portion of Armory Road was marked as MD 750 by 1950 but may have been removed from the state highway system by 1952. MD 2 was widened to and resurfaced with bituminous concrete through Prince Frederick in 1950. This improvement occurred contemporaneously with or shortly before the construction of the Prince Frederick bypass; MD 2 moved to the new wide bituminous stabilized gravel highway in the autumn of 1951. The bypass was resurfaced with bituminous concrete in 1954 and 1955. By 1956, the old road through the county seat was marked as the first section of MD 765.

MD 2 originally followed Armory Road through the northern part of Prince Frederick. By 1946, the highway had been relocated to its modern alignment and paved north of Armory Road to Sunderland. The bypassed portion of Armory Road was marked as MD 750 by 1950 but may have been removed from the state highway system by 1952. MD 2 was widened to and resurfaced with bituminous concrete through Prince Frederick in 1950. This improvement occurred contemporaneously with or shortly before the construction of the Prince Frederick bypass; MD 2 moved to the new wide bituminous stabilized gravel highway in the autumn of 1951. The bypass was resurfaced with bituminous concrete in 1954 and 1955. By 1956, the old road through the county seat was marked as the first section of MD 765.

MD 2 originally followed Armory Road through the northern part of Prince Frederick. By 1946, the highway had been relocated to its modern alignment and paved north of Armory Road to Sunderland. The bypassed portion of Armory Road was marked as MD 750 by 1950 but may have been removed from the state highway system by 1952. MD 2 was widened to and resurfaced with bituminous concrete through Prince Frederick in 1950. This improvement occurred contemporaneously with or shortly before the construction of the Prince Frederick bypass; MD 2 moved to the new wide bituminous stabilized gravel highway in the autumn of 1951. The bypass was resurfaced with bituminous concrete in 1954 and 1955. By 1956, the old road through the county seat was marked as the first section of MD 765.

MD 2 originally followed Armory Road through the northern part of Prince Frederick. By 1946, the highway had been relocated to its modern alignment and paved north of Armory Road to Sunderland. The bypassed portion of Armory Road was marked as MD 750 by 1950 but may have been removed from the state highway system by 1952. MD 2 was widened to and resurfaced with bituminous concrete through Prince Frederick in 1950. This improvement occurred contemporaneously with or shortly before the construction of the Prince Frederick bypass; MD 2 moved to the new wide bituminous stabilized gravel highway in the autumn of 1951. The bypass was resurfaced with bituminous concrete in 1954 and 1955. By 1956, the old road through the county seat was marked as the first section of MD 765.

The route was paved between Owings and Edgewater by 1946. MD 2 from Owings to Edgewater starting receiving its first major upgrades in the 1950s, including several relocations of the highway. The bypassed portions of MD 2 became segments of MD 778, with the letter suffix on the highway designation corresponding to the order the sections were bypassed. The highway from Edgewater south to Harwood (then known as Butlers) was widened and resurfaced with bituminous stabilized gravel in 1950 and 1951. MD 2 from Harwood south to Lothian was widened and resurfaced with bituminous stabilized gravel in 1952 and 1953. Old Solomons Island Road between Harwood Road and Polling House Road in Harwood remained part of the state highway system until 1987.

The route was paved between Owings and Edgewater by 1946. MD 2 from Owings to Edgewater starting receiving its first major upgrades in the 1950s, including several relocations of the highway. The bypassed portions of MD 2 became segments of MD 778, with the letter suffix on the highway designation corresponding to the order the sections were bypassed. The highway from Edgewater south to Harwood (then known as Butlers) was widened and resurfaced with bituminous stabilized gravel in 1950 and 1951. MD 2 from Harwood south to Lothian was widened and resurfaced with bituminous stabilized gravel in 1952 and 1953. Old Solomons Island Road between Harwood Road and Polling House Road in Harwood remained part of the state highway system until 1987.

The route was paved between Owings and Edgewater by 1946. MD 2 from Owings to Edgewater starting receiving its first major upgrades in the 1950s, including several relocations of the highway. The bypassed portions of MD 2 became segments of MD 778, with the letter suffix on the highway designation corresponding to the order the sections were bypassed. The highway from Edgewater south to Harwood (then known as Butlers) was widened and resurfaced with bituminous stabilized gravel in 1950 and 1951. MD 2 from Harwood south to Lothian was widened and resurfaced with bituminous stabilized gravel in 1952 and 1953. Old Solomons Island Road between Harwood Road and Polling House Road in Harwood remained part of the state highway system until 1987.

The route was paved between Owings and Edgewater by 1946. MD 2 from Owings to Edgewater starting receiving its first major upgrades in the 1950s, including several relocations of the highway. The bypassed portions of MD 2 became segments of MD 778, with the letter suffix on the highway designation corresponding to the order the sections were bypassed. The highway from Edgewater south to Harwood (then known as Butlers) was widened and resurfaced with bituminous stabilized gravel in 1950 and 1951. MD 2 from Harwood south to Lothian was widened and resurfaced with bituminous stabilized gravel in 1952 and 1953. Old Solomons Island Road between Harwood Road and Polling House Road in Harwood remained part of the state highway system until 1987.

The route was paved between Owings and Edgewater by 1946. MD 2 from Owings to Edgewater starting receiving its first major upgrades in the 1950s, including several relocations of the highway. The bypassed portions of MD 2 became segments of MD 778, with the letter suffix on the highway designation corresponding to the order the sections were bypassed. The highway from Edgewater south to Harwood (then known as Butlers) was widened and resurfaced with bituminous stabilized gravel in 1950 and 1951. MD 2 from Harwood south to Lothian was widened and resurfaced with bituminous stabilized gravel in 1952 and 1953. Old Solomons Island Road between Harwood Road and Polling House Road in Harwood remained part of the state highway system until 1987.

The route was paved between Owings and Edgewater by 1946. MD 2 from Owings to Edgewater starting receiving its first major upgrades in the 1950s, including several relocations of the highway. The bypassed portions of MD 2 became segments of MD 778, with the letter suffix on the highway designation corresponding to the order the sections were bypassed. The highway from Edgewater south to Harwood (then known as Butlers) was widened and resurfaced with bituminous stabilized gravel in 1950 and 1951. MD 2 from Harwood south to Lothian was widened and resurfaced with bituminous stabilized gravel in 1952 and 1953. Old Solomons Island Road between Harwood Road and Polling House Road in Harwood remained part of the state highway system until 1987.

In 1960, MD 416 was designated concurrent with MD 2 between Solomons and Sunderland. In 1965, the MD 416 concurrency was replaced by an overlap with MD 4. Also, MD 2 was shifted to a new alignment between Sunderland and Owings, with the former route becoming MD 765. MD 2/MD 4 was widened to a divided highway between Huntingtown and the split in Sunderland in 1967. The divided highway was extended to south of Huntingtown in 1969, bypassing Huntingtown to the east. The former alignment through the community became MD 524. In 1970, MD 2/MD 4 became a divided highway between Prince Frederick and south of Huntingtown. In January 1978, MD 4 was rerouted north of Solomons onto the Governor Thomas Johnson Bridge over the Patuxent River. In 1979, the divided highway was extended south from Prince Frederick to Port Republic. MD 2/MD 4 was shifted west to a new divided highway between south of St. Leonard to Port Republic in 1981, with the former two-lane routing designated part of MD 765. In 1987, MD 2/MD 4 between Solomons and south of St. Leonard was shifted to a new divided highway. The bypassed alignment through Lusby and Solomons became another part of MD 765.

In 1960, MD 416 was designated concurrent with MD 2 between Solomons and Sunderland. In 1965, the MD 416 concurrency was replaced by an overlap with MD 4. Also, MD 2 was shifted to a new alignment between Sunderland and Owings, with the former route becoming MD 765. MD 2/MD 4 was widened to a divided highway between Huntingtown and the split in Sunderland in 1967. The divided highway was extended to south of Huntingtown in 1969, bypassing Huntingtown to the east. The former alignment through the community became MD 524. In 1970, MD 2/MD 4 became a divided highway between Prince Frederick and south of Huntingtown. In January 1978, MD 4 was rerouted north of Solomons onto the Governor Thomas Johnson Bridge over the Patuxent River. In 1979, the divided highway was extended south from Prince Frederick to Port Republic. MD 2/MD 4 was shifted west to a new divided highway between south of St. Leonard to Port Republic in 1981, with the former two-lane routing designated part of MD 765. In 1987, MD 2/MD 4 between Solomons and south of St. Leonard was shifted to a new divided highway. The bypassed alignment through Lusby and Solomons became another part of MD 765.

In 1960, MD 416 was designated concurrent with MD 2 between Solomons and Sunderland. In 1965, the MD 416 concurrency was replaced by an overlap with MD 4. Also, MD 2 was shifted to a new alignment between Sunderland and Owings, with the former route becoming MD 765. MD 2/MD 4 was widened to a divided highway between Huntingtown and the split in Sunderland in 1967. The divided highway was extended to south of Huntingtown in 1969, bypassing Huntingtown to the east. The former alignment through the community became MD 524. In 1970, MD 2/MD 4 became a divided highway between Prince Frederick and south of Huntingtown. In January 1978, MD 4 was rerouted north of Solomons onto the Governor Thomas Johnson Bridge over the Patuxent River. In 1979, the divided highway was extended south from Prince Frederick to Port Republic. MD 2/MD 4 was shifted west to a new divided highway between south of St. Leonard to Port Republic in 1981, with the former two-lane routing designated part of MD 765. In 1987, MD 2/MD 4 between Solomons and south of St. Leonard was shifted to a new divided highway. The bypassed alignment through Lusby and Solomons became another part of MD 765.

In 1960, MD 416 was designated concurrent with MD 2 between Solomons and Sunderland. In 1965, the MD 416 concurrency was replaced by an overlap with MD 4. Also, MD 2 was shifted to a new alignment between Sunderland and Owings, with the former route becoming MD 765. MD 2/MD 4 was widened to a divided highway between Huntingtown and the split in Sunderland in 1967. The divided highway was extended to south of Huntingtown in 1969, bypassing Huntingtown to the east. The former alignment through the community became MD 524. In 1970, MD 2/MD 4 became a divided highway between Prince Frederick and south of Huntingtown. In January 1978, MD 4 was rerouted north of Solomons onto the Governor Thomas Johnson Bridge over the Patuxent River. In 1979, the divided highway was extended south from Prince Frederick to Port Republic. MD 2/MD 4 was shifted west to a new divided highway between south of St. Leonard to Port Republic in 1981, with the former two-lane routing designated part of MD 765. In 1987, MD 2/MD 4 between Solomons and south of St. Leonard was shifted to a new divided highway. The bypassed alignment through Lusby and Solomons became another part of MD 765.

In 1960, MD 416 was designated concurrent with MD 2 between Solomons and Sunderland. In 1965, the MD 416 concurrency was replaced by an overlap with MD 4. Also, MD 2 was shifted to a new alignment between Sunderland and Owings, with the former route becoming MD 765. MD 2/MD 4 was widened to a divided highway between Huntingtown and the split in Sunderland in 1967. The divided highway was extended to south of Huntingtown in 1969, bypassing Huntingtown to the east. The former alignment through the community became MD 524. In 1970, MD 2/MD 4 became a divided highway between Prince Frederick and south of Huntingtown. In January 1978, MD 4 was rerouted north of Solomons onto the Governor Thomas Johnson Bridge over the Patuxent River. In 1979, the divided highway was extended south from Prince Frederick to Port Republic. MD 2/MD 4 was shifted west to a new divided highway between south of St. Leonard to Port Republic in 1981, with the former two-lane routing designated part of MD 765. In 1987, MD 2/MD 4 between Solomons and south of St. Leonard was shifted to a new divided highway. The bypassed alignment through Lusby and Solomons became another part of MD 765.

In 1960, MD 416 was designated concurrent with MD 2 between Solomons and Sunderland. In 1965, the MD 416 concurrency was replaced by an overlap with MD 4. Also, MD 2 was shifted to a new alignment between Sunderland and Owings, with the former route becoming MD 765. MD 2/MD 4 was widened to a divided highway between Huntingtown and the split in Sunderland in 1967. The divided highway was extended to south of Huntingtown in 1969, bypassing Huntingtown to the east. The former alignment through the community became MD 524. In 1970, MD 2/MD 4 became a divided highway between Prince Frederick and south of Huntingtown. In January 1978, MD 4 was rerouted north of Solomons onto the Governor Thomas Johnson Bridge over the Patuxent River. In 1979, the divided highway was extended south from Prince Frederick to Port Republic. MD 2/MD 4 was shifted west to a new divided highway between south of St. Leonard to Port Republic in 1981, with the former two-lane routing designated part of MD 765. In 1987, MD 2/MD 4 between Solomons and south of St. Leonard was shifted to a new divided highway. The bypassed alignment through Lusby and Solomons became another part of MD 765.

In 2010, construction took place to improve the intersection of MD 2/MD 4 and MD 231 in Prince Frederick, widening the road to six lanes in the vicinity of the intersection. This project was the first phase of a larger project to expand MD 2/MD 4 to six lanes between MD 765 south of Prince Frederick and Stoakley Road north of Prince Frederick. In 2018, construction began on the second phase of widening between north of the MD 231 intersection and Fox Run Boulevard. The widening of this section was completed on November 23, 2020.

In 2010, construction took place to improve the intersection of MD 2/MD 4 and MD 231 in Prince Frederick, widening the road to six lanes in the vicinity of the intersection. This project was the first phase of a larger project to expand MD 2/MD 4 to six lanes between MD 765 south of Prince Frederick and Stoakley Road north of Prince Frederick. In 2018, construction began on the second phase of widening between north of the MD 231 intersection and Fox Run Boulevard. The widening of this section was completed on November 23, 2020.

In 2010, construction took place to improve the intersection of MD 2/MD 4 and MD 231 in Prince Frederick, widening the road to six lanes in the vicinity of the intersection. This project was the first phase of a larger project to expand MD 2/MD 4 to six lanes between MD 765 south of Prince Frederick and Stoakley Road north of Prince Frederick. In 2018, construction began on the second phase of widening between north of the MD 231 intersection and Fox Run Boulevard. The widening of this section was completed on November 23, 2020.

In 2010, construction took place to improve the intersection of MD 2/MD 4 and MD 231 in Prince Frederick, widening the road to six lanes in the vicinity of the intersection. This project was the first phase of a larger project to expand MD 2/MD 4 to six lanes between MD 765 south of Prince Frederick and Stoakley Road north of Prince Frederick. In 2018, construction began on the second phase of widening between north of the MD 231 intersection and Fox Run Boulevard. The widening of this section was completed on November 23, 2020.

In 2010, construction took place to improve the intersection of MD 2/MD 4 and MD 231 in Prince Frederick, widening the road to six lanes in the vicinity of the intersection. This project was the first phase of a larger project to expand MD 2/MD 4 to six lanes between MD 765 south of Prince Frederick and Stoakley Road north of Prince Frederick. In 2018, construction began on the second phase of widening between north of the MD 231 intersection and Fox Run Boulevard. The widening of this section was completed on November 23, 2020.

In 2010, construction took place to improve the intersection of MD 2/MD 4 and MD 231 in Prince Frederick, widening the road to six lanes in the vicinity of the intersection. This project was the first phase of a larger project to expand MD 2/MD 4 to six lanes between MD 765 south of Prince Frederick and Stoakley Road north of Prince Frederick. In 2018, construction began on the second phase of widening between north of the MD 231 intersection and Fox Run Boulevard. The widening of this section was completed on November 23, 2020.

From 1926 onwards, the fascias of the kiosks were emblazoned with a prominent crown, representing the British government. The red phone box is often seen as a British cultural icon throughout the world. In 2006 the K2 telephone box was voted one of Britain's top 10 design icons, which included the Mini, Supermarine Spitfire, London tube map, World Wide Web, Concorde and the AEC Routemaster bus. Although production of the traditional boxes ended with the advent of the KX series in 1985, many still stand in Britain.

From 1926 onwards, the fascias of the kiosks were emblazoned with a prominent crown, representing the British government. The red phone box is often seen as a British cultural icon throughout the world. In 2006 the K2 telephone box was voted one of Britain's top 10 design icons, which included the Mini, Supermarine Spitfire, London tube map, World Wide Web, Concorde and the AEC Routemaster bus. Although production of the traditional boxes ended with the advent of the KX series in 1985, many still stand in Britain.

The Royal Fine Art Commission was instrumental in the choice of the British standard kiosk. Because of widespread dissatisfaction with the GPO's design, the Metropolitan Boroughs Joint Standing Committee organised a competition for a superior one in 1923, but the results were disappointing. The Birmingham Civic Society then produced a design of its own—in reinforced concrete—but it was informed by the Director of Telephones that the design produced by the Office of the Engineer-in-Chief was preferred; as the "Architects' Journal" commented, "no one with any knowledge of design could feel anything but indignation with the pattern that seems to satisfy the official mind". The Birmingham Civic Society did not give up and, with additional pressure from the Royal Institute of British Architects, the Town Planning Institute and the Royal Academy, the Postmaster General was forced to think again; and the result was that the RFAC organised a limited competition.

The Royal Fine Art Commission was instrumental in the choice of the British standard kiosk. Because of widespread dissatisfaction with the GPO's design, the Metropolitan Boroughs Joint Standing Committee organised a competition for a superior one in 1923, but the results were disappointing. The Birmingham Civic Society then produced a design of its own—in reinforced concrete—but it was informed by the Director of Telephones that the design produced by the Office of the Engineer-in-Chief was preferred; as the "Architects' Journal" commented, "no one with any knowledge of design could feel anything but indignation with the pattern that seems to satisfy the official mind". The Birmingham Civic Society did not give up and, with additional pressure from the Royal Institute of British Architects, the Town Planning Institute and the Royal Academy, the Postmaster General was forced to think again; and the result was that the RFAC organised a limited competition.

The Royal Fine Art Commission was instrumental in the choice of the British standard kiosk. Because of widespread dissatisfaction with the GPO's design, the Metropolitan Boroughs Joint Standing Committee organised a competition for a superior one in 1923, but the results were disappointing. The Birmingham Civic Society then produced a design of its own—in reinforced concrete—but it was informed by the Director of Telephones that the design produced by the Office of the Engineer-in-Chief was preferred; as the "Architects' Journal" commented, "no one with any knowledge of design could feel anything but indignation with the pattern that seems to satisfy the official mind". The Birmingham Civic Society did not give up and, with additional pressure from the Royal Institute of British Architects, the Town Planning Institute and the Royal Academy, the Postmaster General was forced to think again; and the result was that the RFAC organised a limited competition.

The Royal Fine Art Commission was instrumental in the choice of the British standard kiosk. Because of widespread dissatisfaction with the GPO's design, the Metropolitan Boroughs Joint Standing Committee organised a competition for a superior one in 1923, but the results were disappointing. The Birmingham Civic Society then produced a design of its own—in reinforced concrete—but it was informed by the Director of Telephones that the design produced by the Office of the Engineer-in-Chief was preferred; as the "Architects' Journal" commented, "no one with any knowledge of design could feel anything but indignation with the pattern that seems to satisfy the official mind". The Birmingham Civic Society did not give up and, with additional pressure from the Royal Institute of British Architects, the Town Planning Institute and the Royal Academy, the Postmaster General was forced to think again; and the result was that the RFAC organised a limited competition.

The organisers invited entries from three respected architects and, along with the designs from the Post Office and from The Birmingham Civic Society, the Fine Arts Commission judged the competition and selected the design submitted by Sir Giles Gilbert Scott. The invitation had come at the time when Scott had been made a trustee of Sir John Soane's Museum: his design for the competition was in the classical style, but topped with a dome reminiscent of Soane's self-designed mausoleums in St Pancras' Old Churchyard and Dulwich Picture Gallery, London.

The organisers invited entries from three respected architects and, along with the designs from the Post Office and from The Birmingham Civic Society, the Fine Arts Commission judged the competition and selected the design submitted by Sir Giles Gilbert Scott. The invitation had come at the time when Scott had been made a trustee of Sir John Soane's Museum: his design for the competition was in the classical style, but topped with a dome reminiscent of Soane's self-designed mausoleums in St Pancras' Old Churchyard and Dulwich Picture Gallery, London.

The organisers invited entries from three respected architects and, along with the designs from the Post Office and from The Birmingham Civic Society, the Fine Arts Commission judged the competition and selected the design submitted by Sir Giles Gilbert Scott. The invitation had come at the time when Scott had been made a trustee of Sir John Soane's Museum: his design for the competition was in the classical style, but topped with a dome reminiscent of Soane's self-designed mausoleums in St Pancras' Old Churchyard and Dulwich Picture Gallery, London.

The organisers invited entries from three respected architects and, along with the designs from the Post Office and from The Birmingham Civic Society, the Fine Arts Commission judged the competition and selected the design submitted by Sir Giles Gilbert Scott. The invitation had come at the time when Scott had been made a trustee of Sir John Soane's Museum: his design for the competition was in the classical style, but topped with a dome reminiscent of Soane's self-designed mausoleums in St Pancras' Old Churchyard and Dulwich Picture Gallery, London.

In 1935 the K6 (kiosk number six) was designed to commemorate the Silver Jubilee of George V. It was consequently sometimes known as the "Jubilee" kiosk. It went into production in 1936. The K6 was the first red telephone kiosk to be extensively used outside London, and many thousands were deployed in virtually every town and city, replacing most of the existing kiosks and establishing thousands of new sites. In 1935 there had been 19,000 public telephones in the UK: by 1940, thanks to the K6, there were 35,000.

In 1935 the K6 (kiosk number six) was designed to commemorate the Silver Jubilee of George V. It was consequently sometimes known as the "Jubilee" kiosk. It went into production in 1936. The K6 was the first red telephone kiosk to be extensively used outside London, and many thousands were deployed in virtually every town and city, replacing most of the existing kiosks and establishing thousands of new sites. In 1935 there had been 19,000 public telephones in the UK: by 1940, thanks to the K6, there were 35,000.

The K6 has since become a British icon, but it was not universally loved at the start. The red colour caused particular local difficulties and there were many requests for less visible colours. The Post Office was forced into allowing a less strident grey with red glazing bars scheme for areas of natural and architectural beauty. Ironically, some of these areas that have preserved their telephone boxes have now painted them red. The paint colour used most widely today is known as "currant red" and is defined by a British Standard, BS381C-Red539. This slightly brighter red was introduced with the K8 model in 1968, but went on to be used across the estate on previous models too. Hence, for complete historical accuracy, any kiosks in pre-1968 settings should really be painted in the previous, and slightly darker, shade BS381C-Red538.

The K6 has since become a British icon, but it was not universally loved at the start. The red colour caused particular local difficulties and there were many requests for less visible colours. The Post Office was forced into allowing a less strident grey with red glazing bars scheme for areas of natural and architectural beauty. Ironically, some of these areas that have preserved their telephone boxes have now painted them red. The paint colour used most widely today is known as "currant red" and is defined by a British Standard, BS381C-Red539. This slightly brighter red was introduced with the K8 model in 1968, but went on to be used across the estate on previous models too. Hence, for complete historical accuracy, any kiosks in pre-1968 settings should really be painted in the previous, and slightly darker, shade BS381C-Red538.