At my company, which flies all over the planet in several varieties of Boeing widebodies, NADP-2 is supposed to be the standard operating procedure unless the Introduction/Departure Section of the Jepessen charts, the NOTAM(P)'s, etc dictate otherwise. Previously NADP-1 was standard (except for the US where NADP-2 was always supposed to be), however NADP-2 is now favored for fuel savings.
There are some places where these must be modified to comply with Single Engine Terrain Clearance requirements (acceleration height non standPrd for the twins), or to comply with RNAV departure procedure turning radius requirments (delayed acceleration as high as 5000 feet AGL in some cases). These procedures are usually detailed in airport & company specific charts or notam's if applicable, however they are not to be applied at other airports unless required, as far as I know.
I'm not saying what we do is correct in all cases if one were to consult the local regulatory agencies, but it's consistent enough to work (except when it doesn't). I am interested in hearing what other operators do as SOP though.