V1(vmcg) and cross wind B757-200
In days of yore the BCAR regulations required Vmcg to be demonstrated in a 7 knot adverse crosswind. This figure was derived on a statistical basis - probability of having more than 7 knots adverse crosswind multiplied by probability of having an engine failure was less than probability of sky falling in and hence wasn't worth worrying about. The CAA was forced very reluctantly to accept zero crosswind, a reduction in safety, in the interests of harmonisation with the regulations of other countries. Interestingly, US Mil Specs require Vmcg for transports to be scheduled with crosswind, although they allow the manufacturer to take credit for nosewheel steering which JARs/FARs do not.
The effect of adverse crosswind is pretty dramatic, but then so is the effect of any reaction time and that is likely to be minimal if the edge of the runway is extra close. I don't know what the rudder forces are like on the 757, but the 150lb limit is also susceptible to adrenaline.
The fact is that the laws of probability have worked to date on this one, and the probability is that enough things won't go wrong simultaneously.