As usual there is a bunch more to all of this than meets the eye. In cruise we want to minimize drag so an aft cg is better consistent with handling requirements.
Now for takeoff we have a far more complicated set of circumstances. First, what limits our performance on a specific takeoff? It is either accelerate go OR accelerate stop. until nowa pilot we probably don't know (and your dispatcher doesn't either because the software usually doesn't report it.) Nor do you know which of the 4 climb segments is most restrictive (2nd segment is NOT always most limiting despite what you may have been told a gazillion times!) Notice we have not mentioned obstacles (cranes, cumulogranitis, mountains, etc.) until now? The reason is the performance software looks at all the information including the obstacles and runs multiple calculations using different variables (flap settings, brake capability, V speeds, thrust, location and height of obstacles, and single engine performance assuming an engine failure at V1). Using all this plus the applicable FARs it calculates your maximum allowable takeoff weight. There are all kinds of options such as heavy duty brakes, tires, alternate cg locations, longer time limit for an engine at max thrust to name but a few things that impact performance.
The five things the software looks at first are Brake Energy Limit, Tire Limit, VMCG, how much weight can lifted off this runway (length, slope, elevation etc.), and Max Structural TO. Then the engine failure at V1 and the obstacles get mixed in.
The forward cg limit gives the rudder a longer arm thus greater moment and a lower VMCG which may allow you to lift more weight out of an airport if VMCG was driving your limit. Before you can haul it enroute you got to lift it out of there.
ATPJon
Hope this helps!