Valdemar Avila and his wife Fatima were killed last week. The couple was driving down a residential street with a 30 mph speed limit in Toronto when they were rear-ended by a driver of a 2013 BMW 320i “traveling at a high rate of speed.”

We have written many posts about how hard it is to control speeding when the roads are designed so that people can drive twice as fast and the cars are designed to go four times as fast. And this is in a city where the police actually admitted that they don’t enforce traffic safety measures, they are too busy.

In Europe, they have been trying to deal with the problem by requiring “Intelligent Speed Assistance (ISA)"—a fancier way of saying speed governors, devices that prevent cars from going over a set limit. They will be required in new car models in 2022 and all new cars in 2024.

Americans have been fighting these since they were first proposed in 1923. They are much more sophisticated now: modern systems can read signs and use GPS. Under pressure from the industry, the European system also got watered down so it no longer cuts engine power. Now it is just “an audible warning that starts a few moments after the vehicle exceeds the speed limit and continues to sound for a maximum of five seconds,” although the legislation may be revised after two years.

Back in 2018, in their battle against ISA, the European car industry complained that it didn’t work well enough.

But times have evidently changed. BMW, the maker of cars that seem to be disproportionately responsible for deadly high speed crashes like the recent one in Toronto (see a Finnish study showing how BMW and Audi owners drive like idiots) recently came out and said geofencing and speed limiters are a great idea—for their new e-bikes.

BMW’s press release introducing the bike states:

Now if BMW can say that about e-bikes, surely it would recognize the danger of having its car owners driving at 37 mph down Parkside Drive in Toronto, with its 30 mph limit. Companies like BMW kind of lose the right to criticize geofencing and speed controls on cars if they support them on bikes.

In fact, geofencing and speed limiters have proven to be quite effective for e-scooters and e-bikes. A recent study for Caltrans, “Analyzing the Potential of Geofencing for Electric Bicycles and Scooters in the Public Right of Way,” looked at cities with geofencing requirements and found that the system works well in some places, not so well in others.

But this relatively new technology and these are small systems in cheap scooters. A car-based system could be a lot more robust. And they are even developing “innovative methods of preventing scooter riding on sidewalks. Providers are exploring the use of evolving technologies (such as Bluetooth beacons and cameras).” This is also a problem common to BMWs.

Kevin McLaughlin knows his cars (he founded Autoshare in Toronto) and bikes (he is CEO of Zygg, an e-bike service). He tells Treehugger:

So could speed limiters and geofencing come to North American cars? Some are talking about it, like Chris Chilton at Carscoops, saying it sounds “like something straight out of George Orwell’s dystopian nightmare, 1984.”

There was also a similar battle over mandatory seat belt use, where people would complain in 1985 that “this is not supposed to be Russia where the government tells you what to do and when to do it.” Or as one history of the seatbelt noted, “The public outrage was practically an allergic reaction. Who did those interfering busybodies in Washington think they were? They’d be banning smoking in bars, next.”

Times change and attitudes change. Many people are tired of the carnage. The technology is available to do this now; it’s time to have a serious discussion about geofencing and speed limiters on cars. BMW started it: If it is good enough for bikes, there’s no reason not to have it in cars.