(a) depends on the Type .. but, in general, the problem isn't with a heavy aircraft as the V1 will be driven up well above V1min and the problems are more with optimising the climb rather than getting off the ground in one piece.
The Vmcg problem usually is for short range ferries and similar ... minimum/low weight aircraft where the option of V1min becomes feasible. IF you happen to have an aft CG and IF the runway is wet and IF there is a strong wind .. then you may be in the land of potential trouble ... unless your bet that the OTHER SIDE engine is going to fail proves to be true in the event of an OEI situation ..
(b) no problem with (a) if there is no option (short runway) and you can't delay until the wind dies down. One may choose to accept the risk ..
(c) however, and this is the reason that several of us like to see this sort of thread pop up every now and then ... if you are doing the takeoff from a very long runway and you had the option of adopting a higher speed schedule rather than (without thinking much about it) just going with the normal RTOW schedule .. then would it not be reasonable to think that one might feel a little silly during the gyrations associated with the sudden runway edge departure ?
(d) I'm sure that our departed colleague, Lou, would take issue with the reliability analysis ...
(e) .. where the CAA impose a 7kt crosswind limit from the side of the U/S engine .. .. now, that appears to me to be the height of illogic (unless you have certificated Vmcg2 data for the case ... now that would be interesting) ? Could you perhaps venture some reason as to why one might worry about mixing two unrelated situations ?
(f) .. if full power is used due to an MEL item then this can be a problem .. d'accord.
... however, as one old freight dog gnawing over a bone with another ... pass, brother ..