Airlines generally use the term balanced field length, which is the same as critical field length, such that accel-stop and accel-go are the same distance. For Boeing aircraft, only if the balanced field length is less than the runway distance available (TORA, TODA or ASDA) can a reduction in thrust (or unbalancing the field), be considered. In other words, reducing thrust only increases the balanced field length (critical field length). However, this statement is only true for a dry runway.
On wet or contaminated runways, a derated thrust provides a lower VMCG, thus a shorter accel-stop distance. This means for certain contaminated runway conditions, using a derated thrust allows for a greater TOGW than full thrust, and may be the only valid performance solution available. As such, for a given weight, the derated thrust balanced field length is less than the full thrust balanced field length for certain contaminated runway conditions.
Note VMCG is not weight specific. For a 747-400, standard day, VMCG for full thrust is 126 knots, while TO2 (15% reduction) VMCG is 117 knots.
C130 with props may have very different performance characteristics of which I'm unfamiliar.