The SOP Bullethead outlines is the norm for Cat 2/3a and 3b ND ILSs.
There is nothing wrong with the 'monitored approach' such as NJS uses for Cat 1 ILSs in marginal weather but NEITHER is there anything wrong with the SOP we are discussing here - I have done both and they both work a treat. Different, not better or worse.
Low Vis Procedures (the real variety not the Claytons LVPs that exist in Aus, are Captains only landings for obvious reasons. The PNF is VERY busy monitoring not just the LOC/GS/RA but also the Autoland Status Annunciator and the FMA for any ground based or aircraft based system faults that may make the autoland impossible or, more likely, only possible to a higher minima - typically 50' radalt/300m vis.
The captain goes eyes outside at the "100 above" call seeking visual reference and at the "Decide" call either says "Land" or " Go around, flaps blah". The captain 'guards' the controls.
The FO NEVER goes eyes outside - if the call is 'Land' he is watching that Flare and Rollout arm at the appropriate point, if the call is "Go around, flaps 20" he selects the flaps, ensures positive climb, calls it and selects gear up on command.
Autolands to Cat 1 minimas 'for real' are perfectly legal as long as the rwy is company approved for autolands and the crew remain alert for LOC/GS deviations caused by interference from aircraft/vehicles inside what would be a protected area if real LVPs were in force for Cat 2/3 ops.