The Hobart Bypass was a proposed concept to bypass the Hobart central business district in Tasmania, Australia. Currently, through traffic travels from the Tasman and Brooker highways down the Davey/Macquarie one-way couplet to the Southern Outlet. As well as traffic concerns, there is also a call to build the bypass on the grounds that the current traffic arrangement cuts the central business district off from Hobart's waterfront.

At present, traffic proceeding to/from the Southern Outlet must pass through the one-way couplet of Davey and Macquarie streets for access to the Tasman and Brooker highways. This current alignment was implemented in 1987 to coincide with the completion of the Sheraton. It was originally intended that the couplet system would serve as a stop gap measure prior to the construction of a freeway in the Hobart Area Transportation Study of 1965. Prior to this, all traffic in Hobart was 2-way.

The Northside Freeway was one of several traffic solutions proposed by US transportation and infrastructure consulting firm Wilbur Smith and Associates in their Hobart Area Transportation Study of 1965. The proposed link was to extend from Grosvenor Street, Sandy Bay and the Southern Outlet at Davey Street and following the Hobart Rivulet and bypassing the CBD and crossing the Brooker Highway between Melville and Brisbane streets, passing through the Queens Domain and connecting to the Tasman Highway. The freeway was designed to be a raised freeway to avoid the sharp topographical features associated with the Queens Domain.

There has since been several proposals for a tunnel under the city:

This proposal was from Elboden Street via a bridge over Hobart Rivulet into a tunnel to Knocklofty Terrace to Pottery Road. Hobart transport economist Bob Cotgrove commented that this proposal was likely to be too peripheral to justify the expense.

In the past, a bypass of the CBD has been suggested from McRobies Gully, South Hobart via Knocklofty Park to Lenah Valley. It has been pointed out that this proposal would be virtually useless to anyone wanting to access the CBD from the northern suburbs due to the significant detour required through Cascade Rd.

Several councillors from the Huon Valley Council, the Derwent Valley Council and the Hobart City Council have advocated the upgrade of four-wheel drive tracks behind Mount Wellington between the Huon Valley and the Derwent Valley, stating that it would decrease Hobart through-traffic. However it is 28km from the Huon Valley Council chambers to the Derwent Valley Council chambers via the proposed route, which makes it by far the furthest of any of the proposals. It is also certainly the most peripheral and would be the least used of any of the proposals. In May 2015, a report by consulting company Jacobs Solutions stated that the proposed road provided only minor travel time savings, that accident rates would be higher and there would be a conflict between cars and trucks.

For example, a car-park near the Mcvilly underpass of the Tasman Highway that was cross-subsidised from CBD car-parks would remove some of the traffic that comes into the CBD via the Tasman Highway.