Short answer: choose all-in-one (integrated) lights for residential streets, rural roads, paths and car parks, where moderate output is enough and fast installation and theft resistance matter. Choose split-type systems for main roads, wide carriageways and cloudy or high-latitude sites, where you need a larger panel at the right tilt, a bigger battery kept cooler, and higher light output.
Both designs use the same parts: a solar panel, a LiFePO4 battery, a charge controller and an LED luminaire. The difference is where they sit, and that decides how big each part can be.
Key numbers
- A Kenyan county tender for 3,700 integrated lights asked for a panel of at least 120 W, a LiFePO4 battery of at least 700 Wh and an LED over 100 W.
- A split-type tender for a town centre asked for a 150 W LED, 150 W panel and 1,240 Wh battery on 9 m poles.
- LiFePO4 batteries are normally charged only between about 0 and 45 °C; above that the battery management system stops or slows charging, and life shortens.
1. The two designs
| All-in-one (integrated) | Split-type | |
|---|---|---|
| Layout | Panel, battery, controller and LED in one housing on the arm | Panel on its own bracket; battery in a box on the pole, in the pole or under the panel; separate LED head |
| Panel size | Limited by housing length | Sized freely to the energy need |
| Panel tilt | Usually close to flat, follows the arm | Set to the site latitude |
| Battery temperature | Under the panel, in the sun | Can be shaded or ventilated |
| Installation | Fastest: one unit, one connection | More parts and wiring |
| Theft exposure | Everything is high up in one sealed unit | Depends where the battery goes |
| Repair | Often replace the whole unit | Replace battery, controller or LED separately |
2. Limit one: how much panel fits
An integrated light cannot carry a bigger panel than its housing, so its daily energy is capped. That is fine for 20–60 W of real LED power with dimming, but main roads that need 80 W or more through the night quickly outgrow it. A split system simply uses a larger panel. Panels cannot exceed roughly 230 W per square metre, so watch for integrated lights that claim more panel than their size allows; see our spec-sheet checks.
3. Limit two: panel tilt
A panel collects most over the year when tilted towards the equator at roughly the site latitude, with some extra tilt for the worst month. Integrated lights usually sit nearly flat. Near the equator the loss is small; at 20–30° latitude a flat panel collects noticeably less in winter, and flat glass also keeps more dust because rain does not wash it off as well. A split panel bracket can be set to the right angle. Check the worst-month yield for your site with the Global Solar Atlas.
4. Limit three: battery heat
In an integrated light the battery sits directly under a panel in full sun. On hot days it can exceed the charging range, so the light charges less exactly when the sun is strongest, and battery life shortens. Good integrated designs use ventilation and a separated battery compartment; a split system can put the battery in shade, in a pole compartment or in a ventilated box.
5. Limit four: theft and maintenance
Battery theft is the biggest risk for solar lighting in many African cities. An integrated light keeps everything sealed several metres up, which deters casual theft. A split system with an accessible battery box at the foot of the pole invites it; put the battery at the top of the pole or inside it instead. On the other hand, when one part fails, a split system lets you replace just that part. See our anti-theft guide.
6. Which design for which road
| Road or area | Typical lighting class | Our usual recommendation |
|---|---|---|
| Residential street, village road | P4–P6 (2–5 lux) | All-in-one, 20–40 W real LED power |
| Footpath, park, car park | P3–P5 | All-in-one |
| Collector road, town centre | P1–P2 (10–15 lux) | Split, or high-output integrated in very sunny climates |
| Main road, dual carriageway, junction | M classes (luminance) | Split, panel at latitude tilt, battery at pole top |
| Cloudy, monsoon or high-latitude site | Any | Split, with more battery autonomy |
Lighting classes follow EN 13201 and CIE 115. This table is our engineering guidance; the final choice comes from a lighting layout and an energy balance for your site, as in our sizing guide.
FAQ
Are all-in-one solar street lights good enough for main roads?
Usually not on their own. Main roads need higher output through the night, which needs a larger panel and battery than an integrated housing can carry. Split systems are the safer choice.
Which lasts longer?
With good components, both can last for years. Split systems often keep the battery cooler, and individual parts can be replaced; integrated lights need good ventilation to protect the battery.
Which is harder to steal?
An integrated light, because everything is sealed high up. A split system is equally secure if the battery is mounted at the top of the pole or inside it.
Can I mix both in one project?
Yes. Many projects use split systems on the main road and integrated lights on side streets and footpaths.
How we help
We supply both integrated and split-type solar street lights, with steel poles and LED heads to match. Send us the road width, pole spacing, lighting class and location, and we will recommend the design and state the energy balance.
Sources: published Kenyan county tender specifications (2025–2026) as summarised in our Kenya tender checklist; LiFePO4 charging range from manufacturers’ battery datasheets; EN 13201-2 and CIE 115 lighting classes; World Bank Global Solar Atlas for site irradiation. Recommendations are our own engineering guidance.