WDB CAPT COMPLAINS OF ATC PROCS IN DEP AREA WITH TSTM ACTIVITY.

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FLT WAS AUS-DFW WITH LINE OF TSTMS LOCATED NE AND NW BEGINNING AT ABOUT 5-10 MI; WITH OPENING AT ABOUT 360 DEGS FROM AUS. PRIOR TO TKOF ON RWY 13 WE WERE GIVEN HDG OF L TURN TO 050 DEGS. I TOLD TWR WE WOULD NEED TO BE ASSURED A FURTHER L TURN TO 360 OR WE WOULD LIKE A R TURN AFTER TKOF TO 030; TO BE CLR OF THE TSTMS. TWR RELAYED INSTRUCTIONS TO US FOR A R TURN AFTER TKOF TO 030 AND WE DEPARTED. AFTER TKOF; DEP CTL GAVE ROLL-OUT OF 270 MAINTAIN 4000 FT . THEN A HDG OF 300 OR 310 WAS ASSIGNED. I TOLD THEM WE WOULD NOT BE ABLE TO TURN ANY FURTHER TO THE N; AND LATER RECEIVED CLRNC BACK TO 270 TO AVOID WX. WE WERE THEN GIVEN CLB TO 11000 FT AND A TURN TO 360 OR 030. I ACKNOWLEDGED THE CLRNC; STARTED THE CLB AND VERY QUICKLY SAW WE WOULD NOT BE ABLE TO MAKE THAT MUCH OF A TURN TO THE N. AS I CALLED HIM BACK TO TELL HIM WE COULD NOT MAKE THE TURN; HE IMMEDIATELY CLRED US TO MAINTAIN 7000 FT FOR TFC AT 2 O'CLOCK; 9600 FT DSNDING. WE WERE CLBING THROUGH 7300 FT AT THE TIME AND VERY QUICKLY REVERSED CLB TO DSND TO 7000 FT. THE TFC WAS IN SIGHT WELL CLR OF US AT THIS TIME; AND NO ACTUAL CONFLICT OCCURRED. WE WERE RADAR VECTORED FURTHER TO THE W UNTIL WE COULD PROCEED NBOUND TO ACTON VOR. IT SEEMS TO ME WITH THE DRASTIC INCREASE IN AIR TFC; THOSE OF US FLYING ARE LESS AND LESS ABLE TO OBTAIN AFE AND TIMELY ATC WITHOUT IMMEDIATELY BEING IN NEAR CONFLICT WITH OTHER ACFT. THIS INCIDENT OCCURRED EVEN THOUGH I TOOK THE TIME ON THE GND TO GET THE CLRNC I WANTED THAT WOULD HAVE ALLEVIATED ALL OF THE LATER PROBLEMS THAT OCCURRED. ATC TOOK US FARTHER W THAN WE WANTED AND THEN TURNED US N INTO WX THAT WE DIDN'T HAVE ADEQUATE TIME TO LOOK AT. WE WERE WILLING TO SIT ON THE GND WHILE ATC WORKED OUT THE SOLUTION; WE OBTAINED THE PROPER CLRNC; AND IMMEDIATELY AFTER TKOF ATC CANCELLED THE GOOD SOLUTION AND LED US INTO A NEAR PROBLEM.