Every day, millions of people rely on pedestrian signals to cross busy street safely. A glowing white walking figure, an orange-red hand, and a countdown timer have become familiar sights around the world. While these signals may seem like simple pieces of infrastructure, they are the result of more than a century of innovation, engineering, and public safety improvements.

The modern pedestrian signal did not appear overnight. Instead, it evolved through the contributions of inventors, engineers, city planners, and transportation officials who continually refined traffic control systems as cities grew and automobiles became more common.

The Early Days of Traffic Control

Before electric traffic signals, intersections were controlled by police officers, railway-style semaphores, or even hand signals. As horse-drawn wagons gave way to automobiles in the early 1900s, traffic congestion and accidents increased dramatically, creating an urgent need for better traffic management.

One of the earliest electric traffic lights was installed in Cleveland, Ohio, in 1914. It used red and green lights and was manually operated. While it improved vehicle movement, pedestrians still had to judge for themselves when it was safe to cross.

Garrett A. Morgan’s Breakthrough

One of the most important milestones came in 1923 when inventor and entrepreneur Garrett Augustus Morgan received U.S. Patent No. 1,475,024 for an improved traffic signal.

Morgan’s design introduced a third position in addition to “Stop” and “Go.” This intermediate phase temporarily stopped traffic in every direction before allowing vehicles to proceed. The brief pause reduced confusion at intersections and provided additional time for pedestrians to cross safely.

Morgan reportedly developed his design after witnessing a serious traffic accident. His invention demonstrated how thoughtful engineering could improve public safety while making increasingly busy streets more efficient.

Although Morgan did not invent the illuminated “WALK” and “DON’T WALK” pedestrian signal used today, his three-position signal became a foundational step in the evolution of modern traffic control.

The Birth of Dedicated Pedestrian Signals

As cities expanded after World War II, pedestrian safety became an even greater concern. More people were walking in increasingly crowded downtown districts, and separating pedestrian movements from vehicle traffic became a priority.

During the early 1950s, several American cities began experimenting with dedicated pedestrian signals. New York City became one of the first major municipalities to install illuminated “WALK” and “DON’T WALK” signs at busy intersections.

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These early systems gave pedestrians their own designated crossing phase, reducing conflicts with turning vehicles and improving safety at some of the nation’s busiest intersections.

Standardization Across America

By the 1960s and 1970s, traffic engineers recognized the importance of creating consistent traffic control devices nationwide.

The Manual on Uniform Traffic Control Devices (MUTCD) established national standards for traffic signs, pavement markings, and pedestrian signals. Standardized designs helped ensure that pedestrians could understand crossing signals regardless of where they traveled in the United States.

Eventually, words gave way to internationally recognized symbols—a walking person to indicate it was safe to cross and an upraised hand to indicate pedestrians should wait. These symbols transcended language barriers and improved accessibility for visitors and non-English speakers.

The Countdown Era

One of the most significant modern improvements arrived with pedestrian countdown timers.

Rather than simply flashing a warning, countdown displays show exactly how many seconds remain before the crossing phase ends. Research has shown that countdown timers help pedestrians make better crossing decisions and improve compliance with traffic signals.

Today, countdown timers have become standard equipment at intersections across much of the United States.

Accessibility Takes Center Stage

Modern pedestrian signals are designed to serve everyone.

Accessible Pedestrian Signals (APS) now provide audible tones, spoken messages, vibrating push buttons, and locator sounds that assist pedestrians who are blind or have low vision. These features allow more people to navigate intersections independently and safely.

The continued development of accessible technology reflects a broader commitment to making transportation systems inclusive for all users.

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The Future of Pedestrian Safety

Pedestrian signals continue to evolve.

Many cities now use smart traffic systems that detect pedestrians waiting to cross, automatically adjust signal timing based on traffic conditions, and prioritize people walking during busy periods.

Researchers are exploring artificial intelligence, connected vehicle technology, and sensor-based systems capable of communicating directly with autonomous vehicles. Future pedestrian crossings may adapt in real time to weather conditions, crowd sizes, emergency vehicles, and even the needs of older adults or individuals with disabilities.

A Legacy Built by Many Innovators

The pedestrian signal we know today is the product of more than a century of collaboration and innovation.

Early traffic engineers created the first electric traffic lights. Garrett A. Morgan improved intersection safety with his groundbreaking three-position traffic signal. Transportation agencies standardized traffic control devices, while engineers continued refining pedestrian technology through countdown timers, accessible features, and intelligent traffic systems.

Every safe crossing today reflects the work of countless inventors, planners, researchers, and public officials dedicated to protecting lives.

As cities continue to grow and transportation technology advances, the humble pedestrian signal remains one of the most effective—and often overlooked—public safety innovations ever developed.

At STM Daily News, we celebrate the inventors, engineers, and visionaries whose everyday innovations quietly improve life for millions of people. Sometimes the most important inventions aren’t the ones that grab headlines—they’re the ones we depend on every single day without giving them a second thought.

Related Reading

• Federal Highway Administration – Manual on Uniform Traffic Control Devices (MUTCD)
• National Museum of African American History and Culture – Garrett Augustus Morgan
• United States Patent and Trademark Office
• Federal Highway Administration – Accessible Pedestrian Signals
• National Highway Traffic Safety Administration (NHTSA)

🧠 Discover the remarkable innovators, inventors, and trailblazers who helped shape our world but rarely receive the recognition they deserve. Share your thoughts in the comments and subscribe to the STM Daily News newsletter to catch every new Forgotten Genius Friday feature and more inspiring stories delivered to your inbox.

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Brian N. Chin, Trinity College

“Avoid screens before bed” is one of the most common pieces of sleep advice. But what if the real problem isn’t screen time − it’s the way we use social media at night?

Sleep deprivation is one of the most widespread yet overlooked public health issues, especially among young adults and adolescents.

Despite needing eight to 10 hours of sleep, most adolescents fall short, while nearly two-thirds of young adults regularly get less than the recommended seven to nine hours.

Poor sleep isn’t just about feeling tired − it’s linked to worsened mental health, emotion regulation, memory, academic performance and even increased risk for chronic illness and early mortality.

At the same time, social media is nearly universal among young adults, with 84% using at least one platform daily. While research has long focused on screen time as the culprit for poor sleep, growing evidence suggests that how often people check social media − and how emotionally engaged they are − matters even more than how long they spend online.

As a social psychologist and sleep researcher, I study how social behaviors, including social media habits, affect sleep and well-being. Sleep isn’t just an individual behavior; it’s shaped by our social environments and relationships.

And one of the most common yet underestimated factors shaping modern sleep? How we engage with social media before bed.

Emotional investment in social media

Beyond simply measuring time spent on social media, researchers have started looking at how emotionally connected people feel to their social media use.

Some studies suggest that the way people emotionally engage with social media may have a greater impact on sleep quality than the total time they spend online.

In a 2024 study of 830 young adults, my colleagues and I examined how different types of social media engagement predicted sleep problems. We found that frequent social media visits and emotional investment were stronger predictors of poor sleep than total screen time. Additionally, presleep cognitive arousal and social comparison played a key role in linking social media engagement to sleep disruption, suggesting that social media’s effects on sleep extend beyond simple screen exposure.

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I believe these findings suggest that cutting screen time alone may not be enough − reducing how often people check social media and how emotionally connected they feel to it may be more effective in promoting healthier sleep habits.

How social media disrupts sleep

If you’ve ever struggled to fall asleep after scrolling through social media, it’s not just the screen keeping you awake. While blue light can delay melatonin production, my team’s research and that of others suggests that the way people interact with social media may play an even bigger role in sleep disruption.

Here are some of the biggest ways social media interferes with your sleep:

• Presleep arousal: Doomscrolling and emotionally charged content on social media keeps your brain in a state of heightened alertness, making it harder to relax and fall asleep. Whether it’s political debates, distressing news or even exciting personal updates, emotionally stimulating content can trigger increased cognitive and physiological arousal that delays sleep onset.
• Social comparison: Viewing idealized social media posts before bed can lead to upward social comparison, increasing stress and making it harder to sleep. People tend to compare themselves to highly curated versions of others’ lives − vacations, fitness progress, career milestones − which can lead to feelings of inadequacy and anxiety that disrupt sleep.
• Habitual checking: Social media use after lights out is a strong predictor of poor sleep, as checking notifications and scrolling before bed can quickly become an automatic habit. Studies have shown that nighttime-specific social media use, especially after lights are out, is linked to shorter sleep duration, later bedtimes and lower sleep quality. This pattern reflects bedtime procrastination, where people delay sleep despite knowing it would be better for their health and well-being.
• Fear of missing out, or FOMO: The urge to stay connected also keeps many people scrolling long past their intended bedtime, making sleep feel secondary to staying updated. Research shows that higher FOMO levels are linked to more frequent nighttime social media use and poorer sleep quality. The anticipation of new messages, posts or updates can create a sense of social pressure to stay online and reinforce the habit of delaying sleep.

Taken together, these factors make social media more than just a passive distraction − it becomes an active barrier to restful sleep. In other words, that late-night scroll isn’t harmless − it’s quietly rewiring your sleep and well-being.

How to use social media without sleep disruption

You don’t need to quit social media, but restructuring how you engage with it at night could help. Research suggests that small behavioral changes to your bedtime routine can make a significant difference in sleep quality. I suggest trying these practical, evidence-backed strategies for improving your sleep:

• Give your brain time to wind down: Avoid emotionally charged content 30 to 60 minutes before bed to help your mind relax and prepare for sleep.
• Create separation between social media and sleep: Set your phone to “Do Not Disturb” or leave it outside the bedroom to avoid the temptation of late-night checking.
• Reduce mindless scrolling: If you catch yourself endlessly refreshing, take a small, mindful pause and ask yourself: “Do I actually want to be on this app right now?”

A brief moment of awareness can help break the habit loop.

Brian N. Chin, Assistant Professor of Psychology, Trinity College

This article is republished from The Conversation under a Creative Commons license. Read the original article.

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Daniel Milowski, Arizona State University

Working in concert, the American Association of State Highway Officials and the Bureau of Public Roads adopted a uniform highway numbering system and corresponding map on November 11, 1926. The numbering system and map replaced the confusing patchwork of highways and trails, like the Lincoln Highway or the Old Trails Road, with an official network of numbered highways sanctioned by federal and state highway authorities.

Since then, a small group of these highways have attained the status of cultural icon. There’s Route 1, which snakes all the way from Maine to Florida. Route 101 is celebrated for its majestic views of the Pacific Ocean, while Route 6 was immortalized in “On the Road,” Jack Kerouac’s classic novel.

The most famous, though, is arguably Route 66, nicknamed the “Main Street of America” and the “Mother Road.”

Yet as the towns that dot the highway prepare to celebrate its centennial, I’ve found myself wondering what it is, exactly, that’s being celebrated.

As a historian of Route 66, I’ve written about how there are really two versions of this 2,448-mile (3,940-kilometer) stretch of pavement.

There’s the actual highway, which reflected the 20th-century expansion of the nation’s infrastructure. Then there’s the mythic highway – a cultural icon imbued with nostalgia for a specific, 20th-century idea of romance, adventure, freedom and the American West.

There was almost no 66

As state highway commissioners in the 1920s wrangled over the specifics of the nation’s new highway system, they prized highway numbers that ended in zero, since they indicated a cross-country route. The thinking went that these routes would get the most traffic and, with it, the most business.

Oklahoma State Highway Commissioner Cyrus Avery had been a big booster for a Chicago-to-Los Angeles road in order to juice highway traffic through the Midwest. He suggested calling it Route 60, claiming a coveted cross-country number.

But commissioners from Kentucky and Virginia objected, noting that Avery’s proposed road didn’t go from coast to coast. As an alternative, they suggested 62. Avery countered with a number that he thought had a better ring to it: 66.

With the numbering controversy settled, the map of America’s first highway system was approved. But another 12 years would pass before Route 66 was fully built out, making it the first U.S. highway to be paved end to end.

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Adventure, redemption and reinvention

While it took over a decade for the full, physical stretch of road to be completed, the making of the Route 66 myth began almost immediately.

Construction of the road had barely begun when Avery, John T. Woodruff and other prominent civic leaders along the highway’s path convened in January 1927 to form the U.S. Highway 66 Association to promote travel along the route.

The association began advertising Route 66 as the best West Coast travel route and even trademarked a slogan for the road, “The Main Street of America.” The association also sponsored spectacles like the Trans-American Footrace to help publicize Route 66.

The race, which started on March 4, 1928, in Los Angeles, received widespread media coverage. Reporters breathtakingly described the epic struggles of the racers, coupled with vivid descriptions of the Southwest landscape. The effect was a marriage of Route 66 to ideas of adventure and romance in America’s collective subconscious.

During the Great Depression and Dust Bowl years, thousands of migrants from the Great Plains and Midwest traveled west along Route 66, hoping to rebuild their lives in California.

Author John Steinbeck dubbed Route 66 the “Mother Road” in “The Grapes of Wrath,” likening it to an umbilical cord that delivered Oakie refugees fleeing the Dust Bowl in the Oklahoma Panhandle to a new life in California. Working for the New Deal-era Farm Security Administration, photographer Dorothea Lange documented the same Oakies fictionalized by Steinbeck. Her 1938 photograph “Family on the Road” captured a husband, wife and their two young children hitchhiking on Route 66 near Weatherford, Oklahoma, after losing their farm.

Together, Steinbeck and Lange helped imbue Route 66 with new layers of meaning tied to loss and redemption. Then, after World War II, Route 66 came to mythologize the postwar boom.

Bobby Troup’s 1946 song “(Get Your Kicks) on Route 66,” first recorded by the Nat King Cole Trio, cast the road as a postwar rite of passage. Millions of Americans went on to take family vacations to the American Southwest via Route 66, staying at roadside mom-and-pop motels, grabbing burgers at neon-lit diners and posing beside oversized roadside landmarks.

Myth versus reality

But the iconic imagery and myths of Route 66 are often at odds with the reality of the road.

I’ve come to see Troup’s song as encapsulating the tension between these two versions of Route 66.

In 1946, when Nat King Cole recorded “(Get Your Kicks on) Route 66,” Cole and his band were unable to get their own “kicks” on Route 66. That’s because few businesses located along Route 66 were willing to serve them. Jim Crow-era copies of the Green Book – a directory of businesses that would accommodate Black road trippers – show just how few options there were.

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It would take passage of the Civil Rights Act of 1964 – and subsequent enforcement efforts by the Justice Department – for the travel amenities and services along Route 66 to be equally available to all Americans, regardless of their race.

Yet by the time the highway’s motels, diners, auto repair shops and gas stations were open to all travelers, Route 66’s downturn had already begun.

The 1956 Federal Aid Highway Act turbocharged the construction of new, limited-access interstate highways. These new postwar highways prioritized fast travel between major cities and their suburbs, where Americans were flocking to in large numbers.

Fast travel, however, came at the expense of small towns bypassed by the new highways, depriving many Route 66 businesses of the customers they needed to survive.

In contrast to older mom-and-pop businesses, national corporate chain motels, restaurants and gas stations dominated the new interstate highway exits. Rather than risk exposing themselves to Justice Department Civil Rights scrutiny, they made it known that they welcomed all travelers, further enticing drivers away from older establishments.

Now, as Route 66 turns 100, there’s a gap between how the road is remembered by some and how it functioned for most. Free and easy travel on the road and “getting your kicks” were limited to white Americans. Much of Route 66’s iconography emerged from early highway association marketing efforts aimed at white Americans. Few African American or Latino travelers likely feel the same nostalgia.

Today, a lot of Route 66 nostalgia has a “back to the 1950s” vibe that celebrates pre-Civil Rights America as a purer, simpler, more authentic era. This faux-authentic America better reflects the place some Americans today wish they could live in – a less complicated, less diverse land of adventure, romance and opportunity, rather than the nuanced, complicated America they actually inhabit today.

Daniel Milowski, Adjunct Professor of History, Arizona State University

This article is republished from The Conversation under a Creative Commons license. Read the original article.

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