1) Big D1, You are correct to an extent, if muliple RVRs, runway edge and centre line markings are not available then the minimums revert to 200m, However, in the case in question, the MID POINT RVR is not available, but the touchdown and stop end are, hence Multiple ( more than 1) RVRs ARE avialable and hence the minimum reverts to 150m ( PAN OPS 8168 EU OPS1 refers)
2) If you are given 125M and line up provided you can see 90M in the visual segment you can use this pilot assessment (see below).
3) You cannot factor met VIS to RVR for low vis take offs.( See below)
Takeoff Ban
Takeoff is not permitted if any of the following is below the relevant minimum:
(a) The RVR assessed by the Captain from the flight deck immediately before takeoff. (see Note)
(b) The reported Touch Down (TDZ) RVR or visibility
(c) The Mid-point RVR, when reported.
(d) The Stop-end RVR, if specified in the Performance
Manual. Otherwise, this RVR is for information only. (e) The cloud ceiling if specified in the Performance
Manual.
NOTE: Pilot assessment of TDZ RVR, when practical, always overrides the reported RVR or met visibility. Pilot assessment, may not be practical where runways are humped or the RVR limit is high.
Table 5 Refers to converting Met vis to RVR
Notes:
1 Table 5 may not be used for calculating takeoff minima or CAT II/III minima.
2 Table 5 may not be used when a reported RVR is available.
Lastly, the word RELEVANT, is used frequently by the authority throughout EU OPS and PAN OPS, they expect us to use it in the context provided e.g
The Commander will ensure all the RELEVANT airport facilities are operational for the approach, clearly they are not going to describe what is or is not Relevant as different equipment and operators may have a different requirement for the "Relevant" facilities
That's it for me guys, all done on this one KG