We have a pretty high MSA, 5200 feet above the airport level (which is at sea level), and an MVA 3900 feet above the airport level. We do correct the MVA for both temperature and high wind - 35 celcius is not uncommon here in wintertime.
The general concensus is that on departure the pilot in command has the responsibility for terrain separation until the MSA is reached, or, if identified on radar, the MVA. Same during approach when below MSA/MVA. So we don't ever directly touch an IFR flight below those levels.
What we do though is using the phrase "At safe altitude....." when the weather is so that we can assume the pilot is IMC during climb, or in good weather "When ready....", to keep the pilots attention to the fact he is responsible for separation to terrain, but he can always turn earlier if he wants to. And depending on our feeling of how well the pilot knows the area we may include the "Safe altitude is 5300 feet...."
When our radar dies during winter, it gets a little more "fun", cause then pilots are supposed to make the temparature correction to the MSA themselves.... and it goes a little like "Descend to 5300 feet...." and a little while later "What altitude are you descending to?" <-- that's a little tricky, but we usually figure it out and normally they know they're on their own (since we advice them the radar is out).
EDIT: Keep in mind the chapter you're referring to is "Surveillance Service", so it'll ONLY be in force at the moment we say "identified" to an aircraft..... until then, you're not using that chapter.