Road routes in Victoria assist drivers navigating roads throughout the state, as roads may change names several times between destinations, or have a second local name in addition to a primary name. Victoria currently uses two route numbering schemes: the older, numerical shield-based system (which this article focuses on); and a newer, alphanumeric system, slowly replacing the older system.
Victoria implemented the federally-issued National Routes system between 1954 and 1955, using white-and-black shields highlighting interstate links between major regional centres; some of these routes were later upgraded into National Highways using green-and-gold shields when the National Roads Act was passed in 1974.
The original route numbering scheme, now known as the Metropolitan Route Numbering Scheme, allocated blue-and-white shields across Melbourne as metropolitan routes, numbered to fit around existing National Routes;[1] this system received a major refurbishment in the late 1980s,[2] with the creation of Tourist Routes as a result. Freeway Routes were spun off from this system between 1970 and 1987, and it was extended into a system covering rural Victoria as the State Route Numbering Scheme in 1985.[3]
The Statewide Route Numbering Scheme, introduced in late 1996,[4] has effectively replaced the previous scheme across regional Victoria, and is progressively replacing routes across Melbourne. It consists of alphanumeric routes, a one-to-three digit number prefixed with a letter (M, A, B, or C) that denotes the grade and importance of the road,[5] and is now the state's default road route numbering system.
Some routes, in part or in their entirety, may have been made obsolete by the alphanumeric designation: these replacement routes are noted but not listed in full here. Some also may follow older alignments or routes later changed even after the new system was introduced, and are included here for the sake of completion. Roads are described in either a west–east or north–south alignment.
National Routes were the first type of route numbering to be attempted in Australia on a large scale, signed with a white shield and black writing (similar in shape to the shield that appears on the Australian coat of arms), with Victoria receiving routes in 1954. They highlighted the interstate links connecting major population, industrial and principal regions of Victoria to the rest of the Australia, in a way that was readily identifiable to interstate travellers. The system was prepared by COSRA (Conference of State Road Authorities), held between 1953 and 1954: once each state road authority agreed to the scheme, it was rolled out federally.
In 1954, the Hume Highway was trialled as National Route 31, chosen due to its prominence as a transport corridor connecting Australia's largest cities (Melbourne and Sydney). Soon after, other National Routes across the state were allocated. Selected routes were later upgraded into National Highways when the National Roads Act was passed in 1974.
Victoria's National Routes were eventually replaced with the Statewide Route Numbering Scheme, introduced in stages across the state beginning in late 1996: each route was converted to an alphanumeric route number, rendering the black-and-white shield redundant. Most National Routes in rural Victoria kept their number during the conversion; an exception was National Route 16, which became B400. Most routes were replaced in 1997 - unless otherwise stated in the table below - with the last of Victoria's routes, National Route 79, finally eliminated in 2013 (although a vestige of Alternative National Route 1 still exists through southeastern Melbourne).
– re-aligned through Southbank from Sturt/Power Streets, City Road, Alexandra Avenue, Swan Street and Batman Avenue to current alignment when CityLink tunnels opened in 1999 – replaced by
– western end of route re-aligned from Hattah–Robinvale Road terminating in Hattah, to current alignment in late 20th century – replaced by – was partly still mistakenly signed as on NSW side until 2013, and in Wodonga until about 2018
– southern end of route extended from Parkville through the city to Southbank (along former alignment) when West Gate Freeway extension opened in 1988 – replaced by in 2013
With the passing of the National Roads Act in 1974, selected National Routes were further upgraded to the status of a National Highway: interstate roads linking Australia's capital cities and major regional centres that received federal funding, and were of higher importance than other National Routes. These new routes were symbolised by green shields with gold writing, and the word "National" along the top of the shield. Victoria's first two National Highways, the Western and Hume Highways, were declared in 1974[6] and their shields converted in the following years; the Sturt and Goulburn Valley Highways were declared later in 1992.[7]
Like National Routes, Victoria's National Highways were also replaced with the Statewide Route Numbering Scheme, introduced across the state beginning in late 1996: each route was converted to an alphanumeric route number, all keeping their number during the conversion, but also initially keeping the National green-and-gold shield design; this was eventually eliminated in 2014. While most routes were replaced in 1997, the tail-ends of some routes terminating in suburban Melbourne were kept for some years afterwards, until bypassed or reallocated with the opening of a related road project: these are stated in the table below. The last of Victoria's National Highways, the tail-end of National Highway 8, was finally eliminated in 2009.
– southern end extended from Parkville to South Melbourne along Peel and Dudley Streets, then along Footscray Road to Montague Street when West Gate Freeway extension opened in 1988 – re-aligned from Footscray Road to current alignment when Wurundjeri Way opened in 1999 – replaced by when Craigieburn bypass opened in 2005, Hume Highway renamed Sydney Road
Progressively reallocated along Goulburn Valley Freeway sections as they opened, replaced by in 1997, later by in 2001, progressively being replaced by from 2013
Replaced by in 1997, progressively being replaced by from 2013
Decommissioned or unsigned route
Metropolitan and State Routes
Melbourne
Early in 1964, planning by the Traffic Commission (and consulting with 43 municipal councils and the Country Roads Board),[1] the Metropolitan Route Numbering Scheme – a new route numbering system for the Greater Melbourne area – was unveiled in 1965; Victoria was the first mainland state to adopt this system. The Metropolitan ("Metro") route numbering scheme was symbolised by blue rounded shields with white writing: east–west routes were to be even-numbered, while north–south routes were to be odd-numbered; the numbers allotted to routes were to be complementary to the existing National Routes system;[1] a year later, most of the urban municipalities were either cooperating in the project or had agreed to do so, with 18 having completed or substantially completed the erection of route markers.[8] The scheme had a significant refurbishment during the late 1980s:[2] between 1987 and 1990, many existing routes through Melbourne were modified and new routes were introduced (noted in the table below) to cover new growth areas of Melbourne, involving consultation with over 54 metropolitan municipalities as well as road user groups. A total of 76,000 signs were installed at 1,060 intersections and other locations at a cost of $530,000, with the last signs installed in April 1990.[9]
The most recent change to the system was the introduction of the Statewide Route Numbering System into regional Victoria, beginning in late 1996. While many routes on the outer urban fringes of Melbourne were incorporated into the new alphanumeric system (some only introduced less than 10 years earlier), the majority of the system across suburban Melbourne still survives to the current day. While some metropolitan routes are still being allocated (like in 2016), the expectation is their eventual replacement in the near-future by the new alphanumeric system, with a small number of routes currently undergoing conversion.
– southern end re-aligned through Frankston from Dandenong Road East and Beach Street to current alignment in 1991 when Beach Street rail crossing closed – concurrencies with: along Lonsdale Street through Dandenong; along Boronia Road through Wantirna; along Ringwood–Warrandyte Road through Warrandyte
– northern end via Springvale Road terminating in Donvale truncated to current alignment (replaced by ) in 1989 – progressively re-aligned from Wells Road as sections of the Mornington Peninsula Freeway opened through the late 1970s – replaced by when Peninsula Link opened in 2013
– progressively re-aligned from Wells Road as sections of the Frankston Freeway (initially called Wells Road By-pass) opened through the early 1970s – replaced by when Peninsula Link opened in 2013
– eastern end extended along Kingston and Heatherton Roads from Heatherton to Harkaway in 1989 – re-aligned through Heatherton from Warrigal and Heatherton Roads when Dingley Bypass opened in 2016 – concurrency with along Dingley Bypass through Clarinda
– allocated in 1989 – western end along Montague Street and Footscray Road terminating in Docklands truncated to current alignment when Wurundjeri Way opened in 1999 – concurrency with along Swan Street and Wallen Road through Burnley
– western end along Howe Parade, Beach Street and Beaconsfield Parade truncated to current alignment in 1989 – eastern end extended from Belgrave to Emerald along Belgrave-Gembrook Road in 1989 – replaced along Burwood Highway and Belgrave–Gembrook Road from Upper Ferntree Gully to Emerald by – concurrency with along Burwood Highway through Ferntree Gully
– northern end extended along Plenty Road from South Morang to Whittlesea in 1989 – northern end truncated back to South Morang, replaced by along Plenty Road from South Morang to Whittlesea in 1998 – northern end truncated further to Bundoora, replaced by along Plenty Road from Bundoora to Mernda in 2021
– re-aligned through central Melbourne from Flinders and Spencer Streets and Normanby Road to Flinders Street (extension), North Wharf Road, Johnson and Montague Streets and Normanby Road when Charles Grimes Bridge opened in 1978 – western end re-aligned from Johnson and Montague Streets, Normanby and Williamstown Roads, Yarra River crossing, Douglas Parade and Kororoit Creek Road terminating in Laverton North (replaced by ) to Johnson Street, Lorimer and Rogers Street (to meet the then-terminus of West Gate Freeway) in 1981 due to the closure of the Yarra River punt service in 1979 – western end truncated to terminate at North Wharf Road when West Gate Freeway extension to Montague Street opened in 1985 – western end extended to Port Melbourne in 1989 – re-aligned through central Melbourne along Wurundjeri Way when it opened in 1999 – concurrency with along Bay Street through Port Melbourne
– western end re-aligned from Somerville Road and Whitehall Street terminating in Yarraville (replaced by ) to current alignment in 1989 – re-aligned through central Melbourne previously along Adderley and LaTrobe Streets to current alignment in 1989 – replaced along Swansea Road and Anderson Street from Montrose to Lilydale by – concurrencies with: along Burke Road through Hawthorn East; along Dudley Street through central Melbourne
– northern end re-aligned from Spencer and Claredon Streets, City Road, Crockford and Bay Streets terminating in West Melbourne to current alignment in 1989 – concurrency with along Bay Street through Port Melbourne
– eastern end extended along Maroondah Highway from Lilydale to Alexandra in 1986 – western end along Gatehouse Street and College Crescent truncated to current alignment in 1989 – eastern end truncated back to Lilydale, replaced by along Maroondah Highway from Lilydale to Alexandra in 1998
– southern end extended along Douglas Parade and Kororoit Creek Road from Spotswood to Laverton North (replacing ) in 1981 due to the closure of the Yarra River punt service in 1979 – northern end re-aligned from Barry Road terminating in Campbellfield to current alignment in 1989 – re-aligned through Footscray from Cowper and Bunbury and Hyde Streets to current alignment in 1989 – concurrencies with: along Kororoit Creek Road through Altona; along Whitehall Street through Footscray; along Somerton Road through Roxburgh Park; along Smithfield Road from Flemington to Footscray
– western end extended from Sunshine to Maidstone in 1989 – concurrencies with: along Raleigh Road through Maribyrnong; along Churchill Avenue and Hampstead Road through Maidstone; along St Georges Road through Fitzroy North
– allocated in 1989 – replaced along Mickleham Road from Yuroke to Greenvale by – concurrencies with: along Kororoit Creek Road through Altona; along Churchill Avenue and Hampstead Road through Maidstone; along Geelong Road through Brooklyn; along Grieve Parade through Altona North
– western end re-aligned from Lancefield and Bulla Roads, Woodland Street, Reynolds Parade to Bell Street terminating in Bulla to Tullamarine Bypass Road when it opened in 1968 – re-aligned through Pascoe Vale South from Lancefield and Bulla Roads, Woodland Street and Reynolds Parade to Tullamarine Freeway when it opened in 1970 – re-aligned through Airport West from Lancefield Road to Tullamarine Freeway when last stage converted in 1979 – western end re-aligned from Sunbury Road and Tullamarine Freeway terminating in Bulla (replaced by ) to current alignment in 1989
– eastern end re-aligned from Station Street and Huntingdale Road (replaced by ) to current alignment in 1989 – southern end extended from Doncaster to Edithvale (replacing from Donvale to Chelsea Heights) in 1989 – concurrencies with: along Doncaster Road from Doncaster to Donvale; along Williamsons Road through Doncaster
– re-aligned through Templestowe from Parker and Anderson Streets (replaced by ) to current alignment in 1989 – eastern end extended to Wonga Park via Jumping Creek Road in 1989 – concurrencies with: along Ringwood–Warrandyte Road through Warrandyte; along Williamsons Road through Templestowe; along Foote Street through Templestowe
– allocated from Sunbury to Melbourne Airport (replacing from Bulla to Melbourne Airport) in 1989 – replaced by: along Gap Road through Sunbury; along Horne Street through Sunbury; from Sunbury to Melbourne Airport
– eastern end along Main Road, Fitzsimons Lane and Williamsons Road terminating in Doncaster truncated to current alignment (replaced by ) in 1989 – re-aligned through Thomastown from High Street and Settlement Road to current alignment in 1989
– allocated in 1989 – extended south to Keysborough when extension opened in 1995, extended north to Clayton when extension opened in 2001 – eastern end extended along Dandenong Bypass when its second stage opened in 2012
– allocated in 1989 – southern end along Clyde and Berwick–Cranbourne and Clyde-Fiveways Road terminating in Five Ways truncated to current alignment in 1998 – replaced by: from Berwick to Clyde North; from Clyde North to Clyde; from Clyde to Five Ways
– allocated when first section opened in 1992; some shields quickly replaced by shields – replaced by when final section completed in 1997, progressively being replaced by from 2013
After the success of the Metropolitan Route Numbering Scheme across the Greater Melbourne area, an extension of the system was rolled out across regional Victoria from late 1985 as the State Route Numbering System; the South Gippsland Highway was the first road in Victoria signed with a State Route,[3] with others following through 1986[3] and 1987,[2] at an estimated cost of $400,000.[10] The designated routes were considered major significant intra-state and regional links that weren't already National Routes. The allocation of State Routes occurred with lower numbers in western Victoria gradually increasing in a clockwise direction to eastern Victoria. Like their suburban Melbourne counterparts, east–west routes were to be even-numbered, while north–south routes were to be odd-numbered, with reservations between 91–99 for the Greater Geelong area, and 100–199 for all of rural Victoria.[10]
The system lasted just over a decade, before the Statewide Route Numbering Scheme was first introduced in north–eastern Victoria in late 1996. Most State Routes were converted into the alphanumeric system by 1998, with the rest completed by 2000; none now exist.
– allocated December 1985, the first road in Victoria to be signed with a State Route[3] – replaced by: through Dandenong South; from Lynbrook to Lang Lang; from Lang Lang to Sale
– extended from Inverloch to Leongatha in 1990 – replaced by: from Lang Lang to Anderson; from Anderson to Leongatha – a faded shield is still visible at the McKenzie Street and White Road intersection in Wonthaggi
After the success of the Metropolitan Route Numbering Scheme across the Greater Melbourne area, a new route number system specifically for suburban freeways was rolled out in 1970, following the opening of the first section of the Tullamarine Freeway. Freeway Routes were symbolised by green rounded shields with white writing, with route numbers prefixed by the letter F. They were the first type of route numbering in Victoria based solely on road classification alone, providing a clear separation to other route numbering systems across Melbourne. Route numbers were adapted from the Metropolitan Route Numbering System, with numbers 80 to 90 exclusively reserved for Freeway Routes.
The system was decommissioned between 1987 and 1990: routes were either replaced by a metropolitan route or a National Route number, or simply removed if allocations already existed concurrent to the Freeway Route. Some of these route numbers have been subsequently reallocated as metropolitan routes across Melbourne (like and ).
– western end progressively extended as sections opened eventually to Chadstone in 1981 – replaced by: from Chadstone to Eumemmering in 1988 (later by in 1997, then from Doveton to Eumemmering when Hallam bypass opened in 2003); from Eumemmering to Lyndhurst in 1988 (later by in 1997)
Allocated when first section opened; quickly replaced by in 1992
Decommissioned or unsigned route
Tourist Routes
As part of the major refurbishment of the Metropolitan Route Numbering Scheme in the late 1980s, one of Melbourne's more-scenic metropolitan routes was converted into the state's first Tourist Route in 1989,[11] a route specifically marked as being suited for visiting tourists or linking to particular tourist attractions. Tourist Routes are symbolised by a five-sided shield and coloured brown to stand out from existing routes, and were untouched by the introduction of the Statewide Route Numbering System in late 1996.
^Lakes & Wilderness Tourism Association (March 2001). Snowy River Country Trail(PDF) (Map). Snowy River Country. p. 1. Archived from the original on 13 October 2009. Retrieved 20 August 2023.((cite map)): CS1 maint: unfit URL (link)
/
(later by 
between Waurn Ponds and Corio when Geelong Ring Road opened in 2009)
) to West Gate Freeway, Roger and Lorimer and Claredon Streets when the West Gate Bridge opened in 1978
when Hallam bypass opened in 2003
when Pakenham bypass opened in 2007
from Heywood to Homerton; 
from Heywood to Tyrendarra
when the West Gate Bridge opened in 1978
along Geelong and Ballarat Roads, Smithfield and Racecourse Roads; 
along Flemington Road, Harker and Curzon and King Streets when West Gate Freeway extension opened in 1988
in 1974
on NSW side until 2013, and in Wodonga until about 2018
in 1992
, renamed Monaro Highway in 1996
in 1974
in 1992
) to current allocation when Tullamarine Freeway opened in 1970
in 2013
