Personally, I never like the change of PM and PF at TOD. I find it weird to suddenly change roles at this point, after hours as PF, having flown and guided the aircraft from push-back to TOD to the best of my ability, only to have the descent, STAR and approach, meeting all the speed and altitude constraints - the fun stuff - done by PM !
Likewise, as PM it doesn't feel quite right to fly "someone else's" descent and approach. If conditions are low viz or dictate an auto-land, then PF can still be PF from taxi out to DH, and PM can still be eyes out and change roles at DH to land.
If conditions are windy with low cloud base rather than still air, misty low viz, I find it much better for the landing pilot to manually fly it in from at least 4 miles - preferably 7 - to get into the groove, so by the time they get to DA/DH, their control responses are tuned in and up to speed, enabling a nicely coordinated and well controlled decrab and touch-down. By doing this PF will also know how close to control limits they might be getting, giving them a more informed opinion about whether to go-around or continue, (visibility notwithstanding).
Being given an aeroplane at around DA/DH on a windy day to flare, decrab and land without having had a few miles to get used to the conditions of a bad weather day is quite challenging ! - arguably more so than looking up from the instruments to the runway and transitioning to visual flying.