Road and crossing lighting: how good design helps drivers see people after dark
How light on the person, even coverage and low glare make walkers easier to see
Safety Behind the Wheel Foundation built this guide from Federal Highway Administration (FHWA) lighting research, handbooks and Proven Safety Countermeasures, Insurance Institute for Highway Safety (IIHS) data, a Cochrane review and other published studies. Every source is listed at the end.
Why the dark needs design, not just more lamps
In 2024, 7,080 pedestrians died in U.S. traffic collisions. Seventy three percent of those deaths happened between 6 p.m. and 6 a.m. [1]. FHWA adds that the fatality rate at night is triple the daytime rate. Only 25 percent of vehicle miles are driven after dark [2].
Where people die matters too. About 74% of the 2024 pedestrian deaths happened away from intersections [1]. So lighting is not only an intersection job. Agencies can light long stretches of road, and they can light single spots such as pedestrian crossings [2].
Good lighting design starts with one question. Can a driver see a person early enough to stop? Headlights help, but fixed lighting adds a second source from another angle.
Our guides to night driving and pedestrian safety for drivers cover the driver’s side. This guide covers the fixed lighting along the road and at crossings.
What the research says, and where it is thin
FHWA lists lighting as a proven safety countermeasure. It reports cuts of up to 42% for nighttime injury collisions involving pedestrians at intersections [2]. It lists up to 33 to 38% for nighttime collisions at intersections, and up to 28% for nighttime injury crashes on highways [2]. “Up to” describes the best results found, not what every site will see.
A wider review is more cautious. Researchers looked at 16 controlled before and after studies of new or better street lighting. Five trials compared lit roads with a daytime control. They found a rate ratio of 0.68 for injury collisions, which means about 32% fewer [5]. Three trials looked at fatal crashes and found a ratio of 0.33, or about 67% fewer, with a wide margin of error [5]. The authors called the quality of the trials generally poor, and their searches ended in 2008 [5].
Put together, the research says lighting helps, most of all where people and vehicles meet, but the benefit depends on the site and design. That is why each location needs its own study.
Light in plain words
These are terms you may hear in a design meeting.
Comparison compiled by Safety Behind the Wheel Foundation
Lighting terms in plain words
| Term | Plain meaning | Why it matters |
|---|---|---|
| Illuminance | Light landing on a surface, measured in lux or footcandles [7] | Shows how much light reaches the road or a person |
| Luminance | Light bouncing off a surface toward the driver’s eye, often called its brightness [7] | Drivers see this, not the raw light |
| Vertical illuminance | Light landing on a standing person’s body, not on the pavement [3] | Decides whether a walker looks bright |
| Uniformity | How evenly light spreads | Dark gaps can hide a person |
| Glare | Light that makes seeing harder or less comfortable [3] | Too much can hide what you need to see |
| Light trespass | Light that spills where it is not wanted, including glare and sky glow [7] | Annoys neighbors and wastes energy |
| Color temperature | How warm (yellow) or cool (white blue) light looks, in kelvins (K) | Changes how people and objects look |
The FHWA lighting handbook says the goal is contrast. A lighting system should make an object on the road stand out from its background by more than a driver’s eyes need in order to detect it [7]. The aim is not a bright road. The aim is a visible person.
Lighting a crossing so drivers see a person, not a shadow
A person in dark clothes can vanish against a dark road. Good design fixes this with positive contrast, which means the person looks brighter than what is behind them. FHWA says crosswalk lighting should aim for positive contrast, so a driver can pick out the pedestrian [8]. Its research report says this comes from lighting the pedestrian from the approach side [3]. In plain words, light should reach the side of the person that faces oncoming drivers.
The research gives numbers a designer can test.
- Raising the vertical light on a pedestrian lets drivers detect that person from farther away [3].
- FHWA research points to at least 20 lux of vertical light in a midblock crosswalk. That is well above the levels suggested along the roadside [3].
- The FHWA handbook reports that 20 lux, measured 5 feet (1.5 meters) above the road, gave enough detection distance in most situations [7].
- Lighting at least one lane width beyond the driving lanes, at about 80% of the level in the lanes, helped drivers spot pedestrians [3].
Designers calculate and measure light on a grid of points no more than 2 meters (6.6 feet) apart [3]. Age matters too. In the same research, younger drivers spotted a child sized pedestrian from farther away than older drivers did [3].
Some crossings also get extra lights aimed at the crosswalk, called illuminators. In a Michigan night study at four crosswalks, illuminators were added at two sites with low existing light. That made drivers far more likely to yield to staged pedestrians and to slow down [9]. At one site, a flashing beacon plus a triggered illuminator beat either one alone [9].
Glare control: seeing more with less harsh light
Glare is light that gets in the way of seeing. FHWA’s handbook describes disability glare as a luminous haze over the eye, like looking through a veil. It lowers contrast, so things are harder to see [7]. Discomfort glare is annoying but may not block sight. FHWA’s pedestrian research says to limit both kinds [3].
How do designers limit it? The handbook says glare from a fixture depends strongly on how much light it sends out near horizontal, toward drivers’ eyes. It advises cutoff or full cutoff optics wherever possible. These are fixture designs that hold back light sent sideways and upward [7].
Modern fixtures can aim light with precision and limit spill into the sky or onto nearby properties [2].
Color and LED lights
LED fixtures are now common, and they raise a question about color. FHWA’s pedestrian research advises a color temperature of at least 3000 K and prefers 4000 K, though it allows other spectra [3]. Another FHWA study found that at higher speeds, the spectrum of the light did not matter enough to include in design. It may matter on slower streets and in areas away from traffic [10].
Some people worry that whiter, bluer light disturbs sleep. A small outdoor study of 29 people tested five LED sources at expressway light levels [11]. It found no significant change in melatonin, a sleep hormone, for drivers, pedestrians or people with light entering their homes [11]. It tested short term effects only.
Who decides, and how a project moves
On public roads, the need for lighting rests with the agency in charge. It is judged case by case [7]. For intersections, FHWA says agencies should weigh nighttime crash history, traffic volume, the number of people walking and biking, crosswalks and raised medians, and transit stops [2].
The handbook also describes a point score method for intersections without signals. A score of 240 or more points calls for full lighting. A score of 151 to 239 calls for partial lighting, and 120 to 150 for a lighter option called delineation lighting. Intersections with signals get full lighting. Traffic volume and night collisions carry extra weight [7]. These scores guide judgment. They do not replace it.
Road agencies, cities, campuses and private road owners usually work with a traffic engineering firm, an infrastructure supplier and an approved installation contractor. FHWA’s resource list names ANSI/IES RP-8 and the AASHTO Roadway Lighting Design Guide as design guidelines [4].
A project usually runs in this order.
- Study the site: night crashes, walking and driving volumes, transit stops, and where people really cross [2].
- Check the agency’s policy or point score to see what level of lighting fits [7].
- Set targets for light on the road, light on people, evenness and glare, using recommended practice [4].
- Model the design on a computer. Ask for predicted light on the crosswalk and on a standing person.
- Place poles where they are unlikely to be hit, or use breakaway bases, shields or more distance from the road [2].
- After installation, measure at night and compare the results with the targets [3].
- Set a schedule for cleaning, repair and remeasuring.
Public lighting, beacons and signs must be chosen, designed and installed by the road agency. Residents ask for them. They do not install them.
Dimming, adaptive controls and switch offs
Many agencies dim or switch off lights to save money. FHWA describes adaptive lighting as a design in which light output changes with traffic conditions. Light can be dimmed when traffic on roads, sidewalks or both drops [12]. FHWA calls dimming that keeps coverage even more prudent than turning lights off, because it is more likely to meet recommended practice [12]. Safety Behind the Wheel Foundation gives agencies the same advice.
A 1985 FHWA study, summarized in that report, tested how far drivers could see a small nonreflective square target [12].
Comparison compiled by Safety Behind the Wheel Foundation
How far drivers saw a target under reduced lighting
| Lighting condition | Average distance target was seen |
|---|---|
| Full lighting [12] | 288 feet |
| Dimmed to 75% power | 233 feet |
| Dimmed to 50% power | 224 feet |
| Every other light off | 205 feet |
| One side of a two side road lit | 163 feet |
A small square is not a person. Still, the pattern is clear: less light, and less even light, shorten the distance at which something is seen.
A study of 62 local authorities in England and Wales found no evidence that switching off, part night lighting, dimming or whiter lights changed night collisions on the affected roads. It used data from 2000 to 2013 [6]. That is useful for some roads. It is not a green light for crossings. It reports overall collisions. FHWA’s guidance on reduced lighting says intersections and crosswalks need careful handling. It also says not to adapt lighting in fog, snow or rain, or on roads with sharp curves and short sight distances [13].
Lighting is one layer, not the whole fix
Cars are getting smarter, but lighting still matters. One study linked automatic emergency braking with pedestrian detection to 25% to 27% fewer pedestrian crashes [14]. It found no sign that the system helped on unlit roads at night, on roads posted 50 mph or higher, or when the car was turning [14].
Flashing beacons do a different job from lighting. A rectangular rapid flashing beacon has two yellow LED indications that flash when a person pushes a button or is detected. FHWA says it can cut pedestrian collisions by up to 47% and suits multilane crossings under 40 mph [15]. It should stay unlit when not in use [15].
Speed still decides what happens when a driver sees someone late. Our speed management guide explains why.
Common mistakes to watch for:
- Lighting the intersection but not the midblock spot where people actually cross.
- Measuring light on the pavement and never on a standing person.
- Over lighting, which adds glare and spill without helping visibility.
- Skipping upkeep, so a good design slowly fades.
Light also does not help a person who is blind or has low vision. Crossings need other features, such as accessible pedestrian signals that speak or vibrate.
Upkeep: lights that fail quietly
A lighting system can look fine and still work poorly. Dirty lenses and aging parts cut output without an obvious outage. The FHWA handbook advises cleaning lenses regularly and replacing a lamp when its output has dropped 20 percent or more from its peak [7]. That guidance dates from 2012, so ask how an agency handles LED fixtures today.
Poles need care too. The handbook warns that they can be a hazard to vehicles that leave the road. It says poles in the clear zone of a high speed road should have breakaway bases [7]. Most new installations use breakaway features or shielding, or sit far enough from the road [2].
Good upkeep includes a way to report outages and a repair target in days.
What you can do: drivers and residents
Do not assume that a lit crossing is a safe one. Slow down as you approach, scan past the lit area, and never pass a car stopped for someone crossing.
If a spot feels dark, you can help your agency see it. Call the public works or traffic engineering office for a city or county road, the state transportation department for a state road, or the facilities office for a campus. Give the exact location, the time you visited and photos if you can take them safely.
Good questions to ask an agency:
- What light level is planned on a person standing in the crosswalk, not only on the pavement?
- How will the design limit glare and light spill?
- Who maintains the lights, and how fast are outages fixed?
- If lights will be dimmed, will crossings stay at full level?
Frequently asked questions
Does more street lighting always mean fewer crashes?
No. Studies show real benefits, but the best known figures are “up to” numbers, and a major review rated trial quality as generally poor [2, 5]. Design matters as much as quantity. Even coverage, light on the person and low glare all count.
How bright should a crosswalk be?
FHWA research points to at least 20 lux of vertical light on a person in a crosswalk [3]. The handbook found that level gave enough detection distance in most situations, measured 5 feet above the road [7]. These are research targets. Your agency sets its own design level, so ask what it uses.
Are LED streetlights bad for sleep or eyes?
Glare and color depend on the fixture and its aim. FHWA research advises 3000 K or higher, with 4000 K preferred for pedestrian lighting [3]. A small study found no short term melatonin change at expressway light levels [11]. If a light bothers you, ask the owner about reaiming or shielding.
Can my neighborhood put up a light or beacon at a crossing?
Not on a public road. Only the road agency may select, design and install public traffic control devices. You can ask for a review and share what you see after dark. Owners of private lots can light their own property with a qualified designer, following local codes.
The bottom line
Recommendation from Safety Behind the Wheel Foundation
Safety Behind the Wheel Foundation encourages agencies to light crossings so drivers see the person, not a shadow, and urges drivers to treat every crossing at night as busy. Lighting is a visibility tool. It works best where people on foot and vehicles meet, and where the design puts light on the person, spreads it evenly and holds glare down. The evidence is good enough to guide design, though the benefit varies by site.
As a driver, treat every crossing at night as busy. As a resident, report outages, take a careful night walk through and ask your road agency for a review. Engineers and agencies make the final design choices.
Related articles
- Night driving safety: how to see hazards and stop in time after dark
- Pedestrian safety for drivers: how to spot, yield to and protect walkers
- Safer road design: a field guide to the safety fixes on your street
- Safe System approach: how road design protects you from human mistakes
- Local crash data and safety maps: how to find and read your area's data
Sources and further reading
- 1Insurance Institute for Highway Safety (IIHS). Fatality Facts 2024: Pedestrians. Posted June 2026. Data year: 2024. iihs.org/…/pedestrians
- 2Federal Highway Administration (FHWA). Lighting (Proven Safety Countermeasures). Update date not stated on page. highways.dot.gov/…/lighting
- 3FHWA. Research Report: Street Lighting for Pedestrian Safety (FHWA-SA-20-062). Published December 2020. highways.dot.gov/media/20726
- 4FHWA. Roadway Lighting Resources. Update date not stated on page. highways.dot.gov/…/roadway-lighting-resources
- 5Beyer FR, Ker K. Street lighting for preventing road traffic injuries. Cochrane Database of Systematic Reviews, 2009, issue 1, CD004728. Published January 2009. Data year: studies found through October 2008. [https://pubmed.ncbi.nlm.nih.gov/19160240/](https://pubmed.ncbi.nlm.nih.gov/19160240/) (DOI: [https://doi.org/10.1002/14651858.CD004728.pub2](https://doi.org/10.1002/14651858.CD004728.pub2)) doi.org/10.1002/14651858.CD004728.pub2
- 6Steinbach R, Perkins C, Tompson L, et al. The effect of reduced street lighting on road casualties and crime in England and Wales: controlled interrupted time series analysis. Journal of Epidemiology and Community Health, 2015;69(11):1118-1124. Published July 2015. Data year: 2000 to 2013 (collisions). [https://pubmed.ncbi.nlm.nih.gov/26219885/](https://pubmed.ncbi.nlm.nih.gov/26219885/) (DOI: [https://doi.org/10.1136/jech-2015-206012](https://doi.org/10.1136/jech-2015-206012)) doi.org/10.1136/jech-2015-206012
- 7FHWA. FHWA Lighting Handbook. Published August 2012. highways.dot.gov/media/20721
- 8FHWA. Crosswalk Visibility Enhancements (Proven Safety Countermeasures). Update date not stated on page. highways.dot.gov/…/crosswalk-visibility-enhancements
- 9Hu W, Van Houten R, Cicchino JB, Engle J, Al Shomaly L. Effects of crosswalk illuminators and rectangular rapid flashing beacons on speed reductions and yielding to pedestrians at night. Transportation Research Record, published May 2025 (IIHS bibliography record). Data year: not stated in abstract (field study at four crosswalks in Kalamazoo, Michigan). iihs.org/topics/bibliography/ref/2310
- 10FHWA. Evaluation of the Impact of Spectral Power Distribution on Driver Performance (FHWA-HRT-15-047). Published August 2015. fhwa.dot.gov/…/15047.pdf
- 11Gibbons RB, Bhagavathula R, Warfield B, Brainard GC, Hanifin JP. Impact of Solid State Roadway Lighting on Melatonin in Humans. Clocks & Sleep, 2022;4(4):633-657. Published November 2022. [https://pubmed.ncbi.nlm.nih.gov/36412582/](https://pubmed.ncbi.nlm.nih.gov/36412582/) (DOI: [https://doi.org/10.3390/clockssleep4040049](https://doi.org/10.3390/clockssleep4040049)) doi.org/10.3390/clockssleep4040049
- 12FHWA. Design Criteria for Adaptive Roadway Lighting (FHWA-HRT-14-051). Published July 2014. fhwa.dot.gov/…/14051.pdf
- 13FHWA. Guidelines for the Implementation of Reduced Lighting on Roadways (FHWA-HRT-14-050). Published June 2014. fhwa.dot.gov/…/14050.pdf
- 14Cicchino JB. Effects of automatic emergency braking systems on pedestrian crash risk. Accident Analysis & Prevention, 2022;172:106686. Published May 2022. Data year: not stated in abstract (police-reported crashes). [https://pubmed.ncbi.nlm.nih.gov/35580401/](https://pubmed.ncbi.nlm.nih.gov/35580401/) (DOI: [https://doi.org/10.1016/j.aap.2022.106686](https://doi.org/10.1016/j.aap.2022.106686)) doi.org/10.1016/j.aap.2022.106686
- 15FHWA. Rectangular Rapid Flashing Beacons (RRFB) (Proven Safety Countermeasures). Update date not stated on page. highways.dot.gov/…/rectangular-rapid-flashing-beacons-rrfb
This article reflects the safety priorities of pedestrian visibility and safer road design after dark. It is general education about design practice, not legal or engineering advice for any one site. Some federal lighting guides cited here are older and rules change, so check official sources for updates. For a specific location, contact your city or county public works office, your state transportation department or your campus facilities office. Reviewed October 2026.
Cite this article: Safety Behind the Wheel Foundation. “Road and crossing lighting: how good design helps drivers see people after dark.” drivewithcare.org, https://drivewithcare.org/road-and-crossing-lighting-pedestrian-visibility-glare/. Reviewed October 2026.
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