FWIW, I sincerely doubt that neither engine wear, noise, nor fuel consumption is reduced by using a "double derate" combination of fixed derate plus ATM. Reducing thrust that drastically is SOLELY a beancounter's method of reducing the average monthly derate for the fleet so the company pays less for the engine time.
There is no other sane reason to reduce takeoff thrust to well below Climb thrust, and often below CLB2 thrust. If CLB can be used continuously (Max Cont is usually very close to CLB), and can be used routinely without "excess" engine wear, then there is NO reason to have a takeoff thrust below the desired climb thrust. There MAY be a slight reduction in noise on the runway, which is NOT a critical noise area, but with the increase in takeoff roll and decrease in climb rate, the decrease in safety margin is NOT worth it. Decreased climb rate may also serve to increase noise fartherr from the runway due to the lower altitude and longer time with gear and flaps extended. Increased time on the runway and at low altitude also INCREASES exposure to any bird activity.