A couple of hundred feet vertical buffer sounds as if it's a concession to inexperience, but is unlikely to save the poor overloaded pilot who turned the wrong way at the fix, misread the platform altitude from the plate by 1000 ft, selected the wrong VOR (these days I guess it's "flew towards ABAMO rather than ABUMO"), or misheard the ATC clearance and failed to check the MSA.
There is a choice to be made between Mr Thorpe's idea of pilots climbing through an overcast (hopefully, but not necessarily, into VMC) followed by a descent before their destination in the hope that they will safely achieve a cloudbreak and achieving VMC on an IAP but with a greater buffer minima than IR holders.
That choice will have to be made unless Mr Thorpe proposes that an EIR holder may only depart if his destination is VMC. If that becomes his proposal then we may as well all give up on this one.
I accept there are some airports were there is less margin for error because of either the complexity of the IAP or the terrain. That is why I proposed the airports have the authority to make certain approaches or certain airports unavailable to pilots with an EIR.
It should be remembered a great many airports with IAPs have radar which inevitably provides a degree of protection from pilots making turns in the wrong direction.
My proposals are commensurate with the needs of private pilots who do not wish to hold an IR, whilst providing the EIR holder with additional protection during the most dangerous phase of IF, whilst keeping the pilot on the same hymn sheet as everyone else in the system rather than making up his own procedures - I commend these proposals to you.