From the ground procedure side, the problem that was always of more concern was jet blast from the one (or two) remaining engines on gradients, turns, or even on restarting taxiing after a halt. This is probably why ground wants to know so they ensure there is separation behind an aircraft on reduced engine taxi. A considerable amount of unintentional damage can be done with jet blast.
The chance of an engine failure just as you cross an active runway must be extraordinarily low almost certainly meets the target level of safety for operations. Unlike the probability of damage to a smaller aircraft immediately behind a stationary widebody on SET at an uphill runway crossing point when the widebody is given a 'cross immediate'