In the four or five years (or longer? tempus fugit) that the additional restriction at 19d has been in force (it wasn't in the original DCS SID), quite frankly I have worked with only one pilot who has pointed out the restriction and checked whether we could comply with it, if we were at 6000' at 14d. I have got into the habit of pointing it out to my colleagues and discussing the implications to increase awareness of it, but basically, people aren't aware of it.
The 19d restriction was added without fanfare, on the Thales plates it is buried in the tracks for the turn, and looks like the turning point, and I reckon that no more than 20% of jet pilots with Thales plates are aware of it.
Of course, SIDs are designed to be radio-failure compatible - but if people haven't briefed the restriction, then they won't be aware of it, and on the day you have a radio failure, that will be the day that you don't get the climb above 6000' until 14d.
There are much tidier ways of separating jet and prop traffic IMHO. Even with these SIDS we get 2+ minutes separation, which seems a lot compared to much busier ATC environments. At CDG for example, the standard arrangement on 27 is for prop aircraft to turn right when able onto a heading and stop climb at 3000'. Once the prop a/c is established north of the runway, the following jet is cleared to take off - separation about 1 minute. Much less pollution over a much smaller area.
Similarly, a full reconfiguration of airspace for easterly and westerly flow would mean that departure tracks don't have to plan on going 20 miles one way or the other to get around the (central) arrival tracks, and the arrival routes can get closer to the direct track, rather than going generally for the airfield.
(Mind you, at CDG south they also clear you to land when you talk to the tower controller at 7 miles with another aircraft still on the approach in front of you ... and there are footpaths across the taxiways, so who are they to judge .....)