Right Way up
I spent ten years operating with the interpretation that it was not acceptable to go through the decision height unless one had enough visual reference to land.
I then transferred to the best European company of that era who used the criteria that it was a decision height and that it is acceptable to descend through it during a missed approach and not breach any of the calculated safety criteria.
(which used to include aircraft inertia/obstacle clearance as well as altimeter errors)
The philosophy probably originated on the other side of the Atlantic and I personally believe it to be the correct one.
We also had a continue phase during approach - which could also result in a landing or missed approach.
And a look and see if you suspected an inaccuracy in the RVRs.
I once taxied out at heathrow in cat 3 conditions with the fog enveloping the transmissometers but from the cockpit the visibility was 30 Km+