Speed on Final Approach
With reference to FarEastDriver's comments--
Yes by all means an increased speed on final is desirable in terms of ability to control drift, improved control response, etc. Also a higher speed on final improves the ability to mix with other traffic that may be flying at higher speeds (if applicable).
However in the U.S. and I would presume internationally as well, the ability to use the lowest category of approach minimums is predicated on a maximum speed at the missed approach point (which in the U.S. is 90 KIAS).
This brings up the question of decelerating on final approach, which may not be allowed by an operator's procedures manual ("stabilized approach" criteria), and also which complicates the problems of aircraft control on final.
SASless correctly says that it is desirable from the standpoint of unhurried and monitorable operations to establish approach speed at the initial fix and carry this through until the missed approach point. However if this speed is slow, i.e., 90 knots for the purposes of being able to use the lowest approach minima, this is going to present problems in a busy terminal environment in terms of fitting in with traffic flow.