Another consideration relates to the usual practice of reducing V1 for contaminated or wet runways.
If the V1 is reduced down towards min V1, then consider that Vmcg is determined for nil wind (FARs) or 7 kt crosswind (BCARs) and I presume that the JARs are somewhat similar.
The "real" Vmcg increases around half the crosswind, other things being equal.
This results in a sensible need for an airline's operational crosswind limits to take into account how close to the certification Vmcg the takeoff is planned to be - or for the V1 reduction to be limited to provide some sort of equivalent margin. I suspect that most, however, don't give it a thought....
[ 05 September 2001: Message edited by: john_tullamarine ]