I'm not sure if what's good for an Airbus would necessarily be good for a 757.Globespan's 757(if they still have only the one) has RB211-E4 engines and if one of those surges,Boeing/Rolls Royce suggest pulling back the thrust lever in the hope the engine comes out of the surge regime and can be operated at reduced power.
Many airlines suggest an overweight landing should be avoided if at all possible.Going around the hold on one and a half (or even one) engines until below MLW and then carrying out a single engine configured approach and landing,ie at a reduced flap setting so a go around could be more easily accomplished,would seem to me to be the ideal solution.
But surely what we should all learn from this is that a timely,loud and clear PA,explaining what has happened, in easy to understand non-dramatic layman's language,checking with the CC it could be heard clearly in the cabin,is equaly as important as the QRH and CRM. A surging engine,particularly at night,can be frightening things for everyone aboard.IMHO good communication can draw the sting of these situations and if you do it right,the passengers will tell you.