Popay,
Maybe we are getting some wires crossed as a result of language difficulties - if so I apologise.
However - the main aim of the performance engineer is to ensure that the aircraft can take off from airports in the route network with the maximum load that can reasonably be carried.
In many cases the straight ahead flight path doesn't allow this, therefore a EOSID is designed - call it what you may, escape procedure, contingency procedure, Special Departure procedure - whatever - the purpose of these is to get back the payload that the terrain takes away.
Unless you are flying privately one of the aims of the professional pilot is to maximise payload out of a different port thereby increasing revenue for our employer and hopefully ensuring our professional longevity and employment security.
We hope to do all this safely.
I accept that there are some big performance differences between a 180 tonne aeroplane and a 220 tonne aeroplane, however I maintain, and I suspect that John Tullamarine agrees, that as pilots we are NOT in a position to determine if we can or cannot clear the obstacles and safely maintain terrain clearance - regardless of whether it is VMC or not.
The big issue is that the limiting obstacle may not be immediately obvious and in many cases it isn't the close in obstacle that is limiting it is the one(s) further out - the ones that we wouldn't even think about as pilots because on 2 (or 4) engines we wouldn't even see them.
I wouldn't concern myself about whether or not the procedure has been coordinated with the authorities in various countries - that isn't a problem that should concern line pilots and in any case I'd just declare a PAN and fly the EOSID and let the ATC people worry about the rest of the traffic.
My concern as a member of the operating crew is to ensure that
in the event that we have a loss of performance that we can get the aeroplane on the ground at an appropriate airport (not necessarily the departure airport) without too much excitement.
Remember that the obstacle clearance following a loss of performance could be so little that it may well activate the GPWS -this is the tolerance that is applied to these situations - to eyeball the terrain clearance except in over water or desert takeoff's is foolish in the extreme in my opinion.
As John T says the Ops Engineer has taken a lot of time and trouble figuring out a flight path to follow - don't second guess him/her - it may well be a decision that you don't live to regret!