ON CLB OUT LGT CREW NOTIFIED THAT DISPATCH CONCERNED REF LONG TKOF ROLL AND PROX TO DIKE AT END OF RWY.

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TKOF ON RWY 13 AT LGA APPEARED TO BE MARGINAL. COMPANY DISPATCH IS LOCATED AT DEP END OF RWY 13 IN COMPANY RAMP TWR. AFTER OUR DEP THEY CONTACTED US WITH THEIR CONCERN. THEY HAD OBSERVED THE TKOF AND SAID IT APPEARED WE HAD MARGINALLY CLRED THE DIKE AT THE DEP END. DISCUSSION: DUE TO A SEVERE 'NEASTERN' SNOW STORM IN THE NE UNITED STATES; OUR FUEL LOAD WAS VERY HVY; I.E.; ABSENCE OF NEARBY SUITABLE DEST ALTERNATES; AND ADDITIONAL HOLDING FUEL. ALL PAX SEATS WERE FILLED. GROSS WT WAS NEAR MAX FOR DEP RWY IN THESE WX CONDITIONS. ENG ANTI-ICE WAS ON FOR TKOF; FURTHER LIMITING PERFORMANCE; BUT STILL WITHIN LIMITS. #2 ENG ON -200 SERIES LGT IS SUBJECT TO COMPRESSOR STALLS WHEN TKOF PWR IS APPLIED WITH STIFF XWINDS. IT IS ACCEPTED TECHNIQUE TO APPLY THAT PWR ON ENGS #1 AND #3 AND THEN 'BRING IN' #2 ENG ONCE FORWARD GND SPD STARTS SOME RAM AIR THROUGH THE ENG. NO PERFORMANCE COMPUTATION IS ACCOUNTED FOR WHEN USING THIS TECHNIQUE; HOWEVER. SINCE WE HAD NEARLY A DIRECT XWIND AT 12 KTS; WE USED THIS TECHNIQUE. I FEEL THE FO; WHO WAS MAKING THE TKOF; WAITED AN EXCESSIVE TIME BEFORE APPLYING FULL TKOF PWR. THIS CERTAINLY ADDED TO OUR TKOF ROLL. JUDGING FROM RWY CTRLINE LIGHTS; WE LIFTED OFF WITH 3000 FT RWY REMAINING. THE DIKE AT THE END OF RWY 13 IS APPROX 6 FT HIGH. AT 35 FT ABOVE THE RWY END (THE FAR REQUIREMENT); I'M SURE DIKE CLRNC LOOKS VERY CLOSE. I AM CONFIDENT WE HAD WELL IN EXCESS OF THE REQUIRED CLRNC; BUT WHEN OBSERVERS ARE USED TO SEEING ACFT CROSS THE DEP END AT SEVERAL HUNDRED FT; IT OBVIOUSLY APPEARED 'CLOSE.' IN FACT; ALTHOUGH 'LEGAL;' ADDITIONAL CLRNC WOULD HAVE BEEN MUCH MORE COMFORTABLE.