"The beginning of the tire marks began nineteen hundred feet from the threshold (from the beginning) of runway three-four right. So the main landing gear started showing rubber on the runway nineteen hundred feet from the beginning of the runway. Now, 100 feet past that is when the nose gear started showing tire marks on the runway."
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Distinctive main-gear tire marks on a runway would seem to indicate either a skid or the marks left by a mostly deflated (then suddenly failing/failed/and thereafter flailing) tire remnant. To what extent such an event (one good and one failed tire) would produce a marked swerve in a significant crosswind? More to the point, whether a failed tire readily (or rapidly) then induces its companion tire to fail? That would depend on the speed, roll distance and the effect of anti-skid braking. You can debate the physics forever and that's about all you can do - because few of us have ever been in such a suddenly deteriorating situation on takeoff. Two failed tires on one side, soon after abort initiation, would definitely do it however. The swerve would be uncontrollable.
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An unusual bumping and rattling noise on takeoff - that changed its cadence and severity/amplitude with increasing speed - would be instinctively associated (by the handling pilot) with an undercarriage (i.e. failing tire) source. At any point below V1 such an abnormal noisy situation would be most likely to promote an abort decision (in most cockpits I've flown in)..... no matter what the boeing scribblies might say or recommend.