New Act Mandates Advanced Emergency Braking in All Light Vehicles to Protect Cyclists by 2028

The newly proposed Magnus White Cyclist Safety Act of 2025 is a major regulatory move aimed squarely at improving road safety for cyclists, motorcyclists, and pedestrians—collectively known as "vulnerable road users." Simply put, this bill mandates that new cars, light trucks, and multipurpose vehicles (those under 4,536 kg GVWR) must come equipped with advanced Automatic Emergency Braking (AEB) systems that actually work reliably, particularly when it comes to detecting people.

The Deadline for Smarter Braking

This isn't just a suggestion; it’s a mandate with a timeline. Section 2 requires the Secretary of Transportation to issue a final rule establishing minimum performance standards for these AEB systems within three years of the bill’s enactment. This rule must ensure the technology works effectively in both bright daylight and low-light conditions—a key upgrade, as many current systems struggle at night. The compliance date for manufacturers kicks in no later than two full vehicle model years after the final rule is issued (SEC. 3). If the rule drops in 2026, we could see these mandatory systems on all new covered vehicles by the 2029 model year.

Seeing Everyone, Day or Night

The core of this legislation is about making sure AEB systems are truly inclusive and effective. The bill specifically requires that the new standards ensure the system can detect and react to vulnerable road users, regardless of the color of their skin, the clothes they're wearing, or any protective gear (SEC. 2). This is critical because some current sensor technologies have shown inconsistent performance based on these factors. For the average person, this means if you’re riding your bike home after your shift or walking your dog after sunset, the new cars on the road should be much better equipped to see you and stop before an accident occurs.

The Cost of Safety: Who Pays?

While this is a win for safety, especially for the delivery drivers, commuters, and fitness enthusiasts who rely on bikes, it’s important to look at the practical fallout. Automobile manufacturers will face increased research, development, and production costs to meet these stringent new standards, particularly the low-light and universal detection requirements. It’s reasonable to expect that these costs will eventually be passed along to consumers, potentially resulting in a slight increase in the price tag of new passenger cars and light trucks. This is the classic trade-off: improved safety technology often comes with a higher initial price point.

The Speed Limit Question

One detail that remains up in the air is the actual performance standard. The bill requires the AEB system to meet the “maximum speed threshold set for that type of vehicle” (SEC. 2). However, the bill delegates the job of setting that specific speed threshold entirely to the Secretary of Transportation in the final rule. This is a crucial point. If the Secretary sets the threshold too low—say, requiring AEB to work only up to 25 mph—it won't be effective in preventing high-speed collisions on highways or busy arterial roads. The real impact of this bill hinges on whether the Department of Transportation sets an aggressive, real-world speed standard that covers typical driving scenarios, or if they opt for a lower bar that’s easier for manufacturers to clear.