The aircraft performance data for each runway should have all environmental data, Temp, head/tail wind, QNH etc as entries or adjustments; to enable the correct V1 to be calculated.
Therefore I would not be comfortable with someone adding speed to the V1 on a limiting runway without referring to the perf data.
VR and V2 tables are generally more broad based and for a given weight at a specific airport, one speed will cover a range of temperatures and pressures . Adjustment would be made if (say) it was somewhat hotter than ISA.
Most noise abatement climbs require the a/c to climb at a steep angle, (T/O thrust and V2+10) until passing a given height above airfield elevation, i.e 1500ft, then for thrust to be reduced to climb and for speed to be maintained at V2+10 until passing 3000ft, in order to keep the noise footprint as small as possible away from the airfield.
It is my understanding that flex or reduced T/O thrust is done to preserve engine life; the amount of reduction does not significantly affect the EPNdB (noise)produced. (The quote here is that is you can reduce ITT by 14 degrees C, you will double the life of the engine, for that phase of flight. A simplistic statement, because below a certain figure (dependant on engine type) further reduction will have no effect, but at T/O and climb settings, where the engine is hot, it will have a marked effect. That is why de-rated take-offs are used wherever possible).
I remember when noise monitoring points were marked on the SID charts, where the technique was to use all available thrust to climb until that point, where the a/c was levelled off and thrust markedly reduced until the monitor was well behind. Cheating really, but it kept the recorded figures correct!!