LOW TIME PVT PLT TAXIES OFF RWY AT A POINT THAT IS NOT A TXWY AT PHX; AZ.

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DURING NIGHT LNDG AT PHX (A ROUTINE OP FOR ME AND AN ARPT I HAVE LANDED AT DURING DAY AND NIGHT); I TURNED OFF THE RWY AND THOUGHT I WAS ON A TXWY; BUT HAD ACTUALLY TURNED OFF INTO A PAVED 'INTERMEDIATE' AREA BTWN RWY AND TXWY. NO DAMAGE OCCURRED. ALL THE SIGNS AND MARKINGS ARE REALLY MEANT FOR LARGE ACFT WHICH HAVE RELATIVELY HIGH COCKPITS. WITH RWYS/TXWYS SO WIDE; CTRLINES SO HUGE; LIGHTS SPACED OUT SO FAR APART; AND LOW AREA LIGHTING; IT IS TO EASY TO ACCIDENTALLY MISTAKE TXWYS. IT IS DIFFICULT TO DISCERN WHAT ONE IS TURNING ONTO. CONSIDER: LNDG AT PHX IS HIGH STRESS! ONE IS NOT DOING A STANDARD APCH TO LNDG. THE ACFT IS NORMALLY LNDG AT A SPD A VAST AMOUNT HIGHER THAN TYPICAL DUE TO THE NEED TO MAINTAIN MAX FORWARD VELOCITY On FINAL. (I'VE CROSSED THE THRESHOLD AT WELL OVER 120 KTS; ONCE; WHILE NORMALLY LNDG V-SPD IS APPROX 62 KTS.) ALSO; ONE MUST REALIZE THE PLT KNOWS HE HAS SEVERAL VERY LARGE PLANES BEHIND HIM RUSHING IN TO LAND. WHILE THERE ARE MAPS OF THE ARPT RWYS/TXWYS; NO ONE CAN MEMORIZE EVERY SINGLE TXWY. SIMPLY: THERE NEEDS TO BE A MORE 'OBVIOUS' WAY TO INDICATE A RWY EXIT; SUCH AS A TXWY; AT NIGHT. EVEN WITH LNDG LIGHTS ON; IT IS HARD TO DISCERN TXWYS. AN ELEMENT OF DOUBT EXISTS WHEN ONE SEES THE TXWY JUNCTION SIGN BUT CAN'T SEE WHAT HE/SHE IS TURNING INTO. SUGGESTION: PERHAPS CLASS B ARPTS SHOULD UTILIZE THE GREEN CTRLINE LIGHTS THAT ARE USED FOR LARGER ACFT TO ASSIST THEM IN FINDING THE TXWYS DURING IMC. HAVING THE GREEN LIGHTS (PERHAPS A PAIR) 'SHOW' US THE WAY OFF THE RWY WILL HELP EXPEDITE THE PROCESS SAFELY AND QUICKLY AS WE WOULD NOW HAVE SOMETHING TO 'SHOOT FOR' DURING LNDG PHASE.