Urban streets may no longer allow drivers to choose their own pace, according to a prominent transport researcher who argues that current systems can already block any attempt to surpass posted limits.

Marco te Brömmelstroet, a social scientist at the University of Amsterdam, explained to Q&A that geofencing will reshape vehicle behavior in built-up areas within the coming two decades by automatically capping speeds inside set boundaries.

"My vision is that in 20 years people will be astonished we once permitted two-tonne cars to travel at any speed drivers chose through city streets," Mr te Brömmelstroet said.

"The tools exist today, including geofencing, to stop that practice."

Although speed-limiting geofences are still uncommon in private cars, the core systems appear in many recent models.

Geofencing combines GPS data, digital mapping, cameras and vehicle software to draw invisible perimeters that can change how a car performs inside those zones.

Instead of depending only on fixed cameras or officers, a geofenced car detects its position and restricts further acceleration or sets a hard speed ceiling inside chosen areas.

A car might therefore be held to 30 km/h near a school at drop-off times, reduced to 20 km/h in busy pedestrian zones, or kept within residential limits until it leaves for faster roads.

The system typically does not apply the brakes. It simply blocks any increase beyond the active limit.

Mr te Brömmelstroet expects rising safety awareness to overcome resistance based on personal freedom.

"A threshold will arrive when society refuses to tolerate the current number of deaths we treat as normal," he said.

"With clearer discussion, change can arrive quickly."

Although mandatory geofenced limits are not yet applied to private cars on public roads, several manufacturers already employ the same location tools for other tasks.

Volvo Group leads in commercial applications, restricting fleet speeds inside defined zones and testing controls around schools and city centres.

Mercedes-Benz and BMW activate electric-only mode in low-emission districts across parts of Europe using geofencing on certain plug-in hybrids.

Ford has tested similar location controls on commercial vans in Europe, while Tesla applies position data for suspension adjustments, charging habits, Sentry Mode and garage-door functions.

Beyond passenger cars, the approach is already routine. Hybrid buses switch to zero-emission operation downtown, mining trucks are speed-capped in risky zones, and warehouse forklifts slow automatically near people.

While passenger-car speed limiting by geofence stays experimental, new vehicles sold in Europe must include intelligent speed assistance that warns drivers or adds pedal resistance when limits are exceeded.

Australia currently uses only advisory sign-recognition and speed-limit assist systems rather than mandatory limiting devices.

As connected and software-defined vehicles spread, the required components such as GPS, electronic throttles, cameras and over-the-air updates are already standard on many new models.

Advocates note that geofenced limits could cut speed-related crashes, protect pedestrians, reduce emissions from aggressive driving and apply rules more evenly than cameras or patrols.

Opponents question whether authorities should hold electronic control over privately owned cars.

Remaining hurdles involve keeping maps accurate, ensuring reliable satellite signals in tunnels or dense areas, permitting emergency overrides, guarding against cyber threats and persuading drivers to accept reduced control.

Compulsory geofenced limits are still only a policy topic. Yet if the professor's forecast holds, later generations may view today's unrestricted city driving as strange as life before seatbelts or stability control.

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