(a) keep in mind is that there are different standards for the trapezoid depending on jurisdiction and class of operation.
(b) the calculated net flight path clears the obstacle profile by 35' straight (50' turning). This is an artificial construct and it is a bad hair day if an aircraft were to be near to the NFP once the climb is established ...
(b) the (presumed) gross (which is usually less than what the typical aircraft achieves) to net gradient decrement gives an increasing clearance to the third (acceleration) segment. Then the two calculated flight paths parallel. However, the gross to net decrement in gradient readily converts to a reduction in thrust and acceleration. This reduction is applied to the net third segment distance so that, at the end of the third segment, the gross to net clearance has become a significant figure.
As to what the ACTUAL aircraft clearance on the day might be .. provided the pilot is flying the bird with a bit of skill and care, the aircraft should do a bit better than gross - it is presumed that the plane is flown with the intent of keeping the AEO profile above the OEI profile .. otherwise bets are off if one dies. Add to that the observation that very few failures occur near V1 ....
However, one needs to be very careful if the aerodrome is in tiger country and the OEI procedure is based only on a V1 failure .. some companies do this and it is presumed that the crew .. somehow and miraculously ... work out what to do if one quits during the climbout if the SID is different to the V1 OEI escape track ...