A subtlety here, obstruction identification surfaces are designed from 35' above the departure end of runway (DER). When the TODR ends prior to the actual DER, all the OEI climb done over the runway is "extra", over and above the required 35' (15' wet) that was planned IAW with the OEI procedures. For example on a 10,000' runway, if the TODR was 5,000' and flown as calculated the plane could be 165' + the 35' at the DER and have that extra height throughout the OEI departure.
IIRC, some operators at SXM (St Marteen) have designed OEI procedures predicated on a turn over the runway using the actual TODR rather than the TODA to plan an OEI routing due to large mountain off the end. Obviously 'tis different than the SID.