Recent correspondence regarding road safety issues has prompted me to write this article. I have written in the past about this subject and especially on the lack of local research to inform policies that deal with our roads.

Many speed limits may be inappropriately low, especially when considering our low road fatality rates- Jean Soler

Despite our very high population density and high levels of car ownership, Malta boasts the third lowest European road death rate. We also have one of the lowest national speed limits. However there has been pressure recently to restrict road speeds even further, impose higher fines and penalties, and introduce the loss of one’s licence for driving at slightly over 60 kph.

Is is justified to argue for the further lowering of speed limits? Just over 10 years ago, Paul Pilkington argued, in the British Medical Journal, in favour of a reduced urban speed limit of 30 kph (20 mph). This was based on the reported finding that a lack of speed restrictions, rather than increased exposure to traffic, was associated with excess deaths among child pedestrians in residential areas.

Local correspondents have also argued that at 50 kph (the current speed limit in built-up areas) it takes 30 metres for a car to stop, while at 30 kph it would take just 12 metres. Additionally, at a lower speed the chance of pedestrian survival after being hit by a vehicle is dramatically increased.

However, even Pilkington admited that: “Certainly there is a danger in focusing solely on lower speed limits as a means of reducing accidents.”

Can one simply take such arguments at face value? Many serious automotive magazines extensively test car performance, including braking distances. For example, in Auto magazine recently all cars on test (from 4X4s to small utilitarian vehicles) could brake from 60kph to standstill in 15 metres or less. That is just over three car lengths. Therefore, the claim that a car needs 30 metres to stop from 50kph seems exaggerated, even considering driver reaction times. One can only imagine how long it takes a bicycle to stop from 50 kph.

The study in the BMJ by Pilkington has also been severely criticised as unscientific in the same journal when a public health specialist stated that “Pilkington supports a reduction in traffic speeds to 20 mph (32 kph) on the basis of research that would be methodologically unacceptable in clinical practice”.

Transport Malta reports that road deaths on Maltese roads have not fallen between 2001 and 2011 (The Times, April 14, 2012), despite the installation of speed cameras, lowering of speed limits, traffic calming measures, etc. So how can one now come to the conclusion that lowering speed limits would reduce road fatalities?

I am certainly not supporting irresponsible driving. Rather, I argue that if most Maltese drivers go faster than current speed limits (among the lowest in Europe) on many major roads, according to research published by Transport Malta, this is a sign that many such limits may be inappropriately low, especially when considering our low road fatality rates.

Alternatively, I have repeatedly suggested that major modifiable risk factors contributing to Maltese road deaths are poor road conditions, particularly the lack of strategically located roadside barriers.

Without referring to individual cases, I would mention recent near-fatal accidents which have involved a car crashing into a tree or roadside pole, or going off the road.

Such accidents could have been avoided with appropriate roadside barriers.

A car travelling at 40 kph, or even 25kph, could be severely damaged in a collision with a tree or pole, and such an accident may seriously injure or kill driver or passengers.

The recent installation of a centre-strip barrier on the Mrieħel bypass is encouraging, but this is mainly intended to stop inappropriate crossing by pedestrians. This is another indication that speed cameras and speed limits are not effective if pedestrians do cross roads without the necessary caution.

Perhaps we should consider installing crash barriers at “black spots” rather than just speed cameras.

Cyclist lobby groups have been repeatedly trying to make the argument that other road users are responsible for most reported “near misses” and actual injuries, some of which have been extensively reported in the media.

I recently saw a cyclist crossing four lanes on one of Malta’s busiest roads without using safety equipment, just a few metres away from a perfectly usable underpass (see picture above). How many more are there?

Recently I provided medical care to a young cyclist who had lost control of his bicycle in a residential area and sustained some of the worst facial injuries I have ever seen, simply from falling over at speed.

What are we doing to slow cyclists down, get them to wear safety equipment, stick to cycle lanes or secondary roads, and avoid roads designed for faster vehicles?

When it is impossible for a motorist to observe the “one-metre rule” without encroaching onto the wrong side of a two-way road while passing a cyclist, should such a road not be closed to cyclists, as are the Santa Venera tunnels?

Recent correspondence in the newspapers makes recommendations for motorists but precious few for cyclists. How responsible is this?

If cycling on main roads is dangerous, as evidenced by the many reported “near misses”, should it be encouraged? Any health benefits may be similarly had by using an exercise bike or cycling in the countryside.

Transport Malta should not only consider new speed limits but rather work to make our roads safer and more efficient so that we may travel at appropriate speeds. Roads should be safe and efficient by design and allow safe driving at speeds of well over 70 kph, as in the rest of the European Union.

A minimum speed limit should be introduced to discourage slow traffic and hogging of the fast lane. Slow traffic, pedestrians and cyclists should be banned from major roads. Then, maybe Tom Hanks might find less reason to criticise our traffic, and possibly visit us more often!

Attempts to better road safety records set in other EU countries, with their far superior road systems, are doomed to fail, unless we make the appropriate investment in improving our roads to such standards.