Except for a Diverse Vector Area (DVA), ATC does not have responsibility for obstacle clearance below the MVA/MIA.
The FAA recognized the gap between controller's priorities and pilot expectations when creating diverse vector areas.
ATC may assume responsibility for obstacle clearance by vectoring the aircraft prior to reaching the minimum vectoring altitude by using a Diverse Vector Area (DVA).
Over the past several years, the FAA has also been introducing Diverse Vector
Departure planning has gotten even more complex now that diverse vector areas are being published.
Diverse Vector Areas (DVAs) have been established at some larger airports for a safe and standardized way to guarantee obstacle clearance for aircraft departing on radar vectors.
The primary benefit of diverse vector areas is that they do ensure that a rigorous analysis and validation has been completed, thus removing ATC guesswork, sufficient though it may have been.
All of that being said, if the departure occurs in an area of good radar coverage, the departure area can be provided with a Diverse Vector Area (DVA), where radar can play a bigger role.
The Diverse Vector Area has been assessed for suitability of radar vectors below the MVA/MIA in that airport's vicinity, and can be thought of as being analogous to the 700 feet AGL transition areas that lead up to the broader areas of 1200 feet AGL Class E airspace, except that we can't see them on any chart.
Before blindly turning, simply ask whether you are at or above a minimum vectoring altitude (MVA) and will remain so during your climb or that he or she is using a diverse vector area (DVA) (see below).
When your IFR clearance and the routing from the runway doesn't match what was predicted from a SID or ODP, think diverse vector area.
The Diverse Vector
Area (DVA) occurs at airports with high traffic density where terrain and obstacles allow flexibility in departure routings.