FLC OF MAX TKOF WT DC10 TOOK EVASIVE ACTION DURING INITIAL CLB AFTER TKOF TO AVOID TERRAIN TO WHICH THEY WERE HEADED BY DIRECTION FROM ATC.

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2 ASPECTS OF THIS DEP WERE UNSAFE. FIRST; OUR FLT WAS GIVEN A PDC FOR A SFO 6 SID. AFTER CALLING CLRNC WE WERE GIVEN A QUIET BRIDGE SID. SECONDS PRIOR TO RECEIVING TKOF CLRNC; TWR GAVE US A SHORELINE 9 DEP WITH DIRECTIONS TO TURN TO 050 DEGS RADAR VECTORS TO LIN. PLANNING AND BRIEFING 3 SIDS IS VERY CONFUSING; ESPECIALLY AT THE LAST MOMENT BEFORE TKOF. THIS COULD EASILY LEAD TO A MISTAKE AT A CRITICAL TIME (TKOF) WHEN WE SHOULD BE LOOKING OUTSIDE AND NOT RECONFIRMING THE SID SINCE WE WERE CONFUSED FROM A PREVIOUSLY ASSIGNED SID. THE SECOND PROB OCCURRED ON TKOF. WE WERE VERY HVY ON TKOF (430000 LBS GROSS WT) AND AT APPROX 180 FT AGL BEGAN THE TURN TO 050 DEGS. THE TKOF ON RWY 28R AND SUBSEQUENT TURN HAD US POINTED RIGHT AT THE HILL BY S SAN FRANCISCO. THE HILL WAS ILLUMINATED BY OUR LNDG LIGHTS WHILE WE WERE IN THE TURN. OUR FIRST CONTACT WITH DEP WAS TO STOP TURN AT 030 DEGS FOR TFC. WHEN WE ROLLED OUT ON 030 DEGS; WE RECEIVED A 'PULL UP' FROM THE GPWS. WE INITIATED EMER PROCS UNTIL THE PULL UP WARNING CEASED. WE WERE GIVEN A 050 DEG HDG FROM TWR; THE SID SAYS 040 DEGS. THE 030 DEGS GIVEN BY ATC DID NOT TAKE INTO ACCOUNT OUR WT; TURN CAPABILITY OR THE HILL. I DOUBT THAT TERPS WOULD ALLOW A 030 DEG TURN DUE TO THE DANGER OF THAT HILL. THE CONFUSION OF THE 3 SIDS; FOLLOWED BY THE DANGEROUS DIRECTIONS FROM ATC MADE FOR AN INTERESTING TKOF. WE FEEL NO CHANGE SHOULD BE GIVEN TO SIDS JUST PRIOR TO TKOF. ALSO; SOMEONE SHOULD LOOK INTO THE PRACTICE OF ASSIGNING DIFFERENT HDGS FROM THE SID. IF WE HAD LOST AN ENG IN THE TURN; IT WOULD HAVE BEEN EXCITING LEVELING OFF WHILE POINTED AT THAT HILL.