Megan,
There is no direct correlation between the approach of many military arms and civil certification of takeoff performance.
The existence of and use of runway distance markers on military airfields --- of no relevance to civil operations ---- is evidence of that.
A common military alternative (I can't speak to RAAF practice) to the civil V1 approach is to have a maximum takeoff rejection speed, which, at light weights on long runways, can be at least rotate speed, and theoretically beyond. This usually included "takeoff monitoring", which means checking acceleration on the roll by timing passing runway distance markers.
You continue to re-quote various items that go into certifying V1, but the point I want to make, yet again, is what must happen in the flight deck, the niceties of what go into the establishment of V1 are not important to the pilot in command handling a critical engine failure.
KISS is the only thing that is important --- and getting it right!!
Tootle pip!!