Wiz, I'm referring to Jeppesen published mins. Jepp depicts 175 M for CAT III A RWY 16 in MEL and for a good reason. CAT III A is classified as follows:
ILS CATEGORIES (ICAO) same for Ozz regs btw.
a.
ILS Category I — An ILS approach procedure which provides for an approach to a decision height not lower than 60m (200ft) and a visibility not less than 800m (2400ft) or a runway visual range not less than 550m (1800ft).
b.
ILS Category II (Special authorization required) — An ILS approach procedure which provides for an approach to a decision height lower than 60m (200ft) but not lower than 30m (100ft) and a runway visual range not less than 300m (1000ft) for aircraft categories A, B, C (D with auto landing), and not less than 350m (1200ft) for aircraft category D without auto landing.
c.
ILS Category III (Special authorization required) —
1.
IIIA — An ILS approach procedure which provides for approach with either a decision height lower than 30m (100ft) or with
no decision height and with a runway visual range of not less than
175m (574ft).
2.
IIIB — An ILS approach procedure which provides for approach with either a decision height lower than 15m (50ft) or with no decision height and with a runway visual range of less than 175m (574ft) but not less than 50m (150ft).
3.
IIIC — An ILS approach procedure which provides for approach with no decision height and no runway visual range limitations.
Well, EK got this
CASA EX83/12 - Exemption - from standard take-off and landing minima - Emirates which explains the difference. Others can shoot CAT III A in MEL with TDZ 175, MID 175 and ROLLOUT 100 which can be ignored if ALD is within TDZ and MID. Auto land and rollout is required in this case however only fail passive.
If EK has managed to keep the mins uniform throughout the network by getting authorizations from different authorities then, it's the best option. I personally prefer EU OPS one.