With respect ASFKAP putting the genie back in the bottle is exactly what company SOP's call for. If (and if the outflow valve could be manually closed it is not such a big if) the pressurisation could be brought under control ( and it seems we believe that should have been poss) there is no requirment to initiate an emergency descent according to the RYR ( Boeing approved ) procedure. Indeed it would be less alarming / inconvenient if all had been returned to normal, A/C had continued to destination ,and pax didn't have to endure 6000fpm unpressurised descent as well as display of rubber jungle. Obviously the lack of O2 for any future problem would have necessitated a (normal) descent sooner rather than later, but fuel allowing you could certainly proceed to GRO from that point @ F100 routing a little East of normal track. All this assumes that you had identified and were happy that the problem was an outflow valve and not door/structure related and that there were no pressing medical issues with pax.
That is the procedure, and I'm ( for the moment) assuming they couldn't control the pressurisation otherwise they shouldn't have proceeded to Part2 - the emergency descent. That is Company S.O.P's believe me.