What is the best procedure for landing at my destination if I have a full electrical failure at night? What is the best procedure for landing VFR at the intended destination airport and I have an electrical failure, in the following scenario?
Let's assume this is a VFR flight and I'm 50 miles from the departure airport in the United States, which is a cross country flight. There is no issue with the weather. I have noted no issues with the Cessna 172's electrical power at run-up prior to takeoff, I have at least an hour of fuel reserve and meet all the 91.205 requirements.
I then experience an electrical failure during the en-route phase to the intended destination airport, and I have done the necessary checklist to try to solve the issue but it doesn't fix the problem. As I approach the vicinity of the airport, I key the mic seven times (high intensity) and no runway lights appear. I expect it is too risky to land on the road because there could be power lines nearby.
I found the following scenarios on the internet but they don't answer my question:

Pilots flying to a towered airport (still open at night) with full electrical failure, squawking 7600, and waiting for ATC's light gun signals to appear.
A pilot has the same issue and is lucky when a plane turns on the runway lights and lands before him, but he doesn't commit an emergency
The pilot is lucky at landing at a towered airport that is closed while the lights are still on, but the lights turn off or dimmer to pitch-dark as he begins to land

I came up with my scenario myself because I can't find information about it on the web. It would help me if you could provide suggestions and tips on what I should do or not do when this happens to me in the future.
Here's an investigation report on this very sort of thing in Canada.  Note that the standard procedure to alert ATC that you have a total electrical/comms failure is to fly a left hand triangle twice with 2 minute legs, every 20 min.  If they can see your non-transponder target they will quickly get the idea, and then make allowances for whatever you do next  As with IFR comm failure procedures, you should be careful to make the &quot;next&quot; thing you do the most logical thing for the controller to expect.
If there was an operational controlled airport with lights that was the only safe place to go to get down in one piece, I would proceed there doing the triangles, then when in visual range of the tower do another triangle until I got the flashing green light from the tower. And if I didn't get the light, and I was running out of fuel, I'd just go ahead and land.
Important thing to remember in aviation is that the regulations aren't a suicide pact, and once it's life or death, you do what ya gotta do, end of story, and while you may have to do a lot of report writing, if you crossed some lines taking reasonable action to save yourself and passengers, you won't get busted for that - hopefully.
If you're stuck with no other airport to go to with lights, and your darkened destination is the only option, well, you kick yourself for being so foolish as to fail to make allowances for that eventuality (which is not really that improbable), take your chances, and hope it turns out.
Of course, it is the early 21st century, so you should have your phone with you no?  So unless you left it behind or the battery is dead, call somebody. The destination airport operator to turn the lights on.  Someone you know there that can light up the runway with a few cars.  An air traffic control unit.  911 even.