Air carrier Captain reported while on a paired approach segment to SFO he received a TCAS RA that placed the aircraft below glide slope; near the ground; in an undesired position; while preventing the opportunity to execute a go-around.

Narrative

Our flight from ZZZ operated normally until the final 1;500 ft. Our approach and landing occurred in night VMC conditions with calm winds.Approaching SFO; NORCAL approach pointed out pairing traffic for us on Runway 28L (another air carrier aircraft). Once the First Officer and I visually obtained the target traffic NORCAL cleared us for the FMS BRIDGE Visual to Runway 28R and asked us to maintain a faster than normal speed to facilitate traffic flow. I complied with NORCAL's request.As we progressed I became concerned that our aircraft's position was paralleling the aircraft on Runway 28L instead of moving either forward or behind them. I worried about the potential for an RA event as we are no longer allowed to select 'TA ONLY' at night.The FMS BRIDGE Visual is offset to Runway 28R. However; crossing waypoint SAMML the course turns toward Runway 28L to align with the runway. My fear was an RA event around waypoint F101D due to the similar speed and position of both aircraft. I stated my concerns to the FO and mentally rehearsed the procedure for both a go-around and a TCAS RA. I also started configuring the airplane earlier than I normally do to help slow down.Approaching F101D at approximately 1400 AGL our airplane received a TCAS 'descend; descend' RA. The paired aircraft on Runway 28L simultaneously received a climb RA and started a missed approach. I instantly complied with the RA which placed the airplane below the electronic glide path. In responding to the RA we crossed F101D roughly 200' low and received an aural 'glideslope' warning. Around 1;000' AGL the RA changed to 'maintain vertical speed; crossing maintain'. I immediately raised the nose to arrest the descent. I briefly considered going around. However; executing a go-around would have meant flying contrary to the TCAS RA as the red prohibited area still displayed on the EADI.When the RA finally stopped we back on the electronic glide slope; on speed and fully configured. I elected to continue the approach and landed normally.A 'descend; descend' TCAS RA at night; fully configured; close to the ground; and while maneuvering to align with the runway is extremely hazardous. There is minimal time to recover if a pilot is overly aggressive in complying with the RA or simply loses situational awareness. Further; the option of a go-around is taken away since it means disregarding the TCAS RA. This places crews in an untenable position. We have to make a time-compressed decision to either go-around and violate the TCAS RA rules or adhere to the TCAS guidance and risk an unsafe state close to the ground.