ACR X TKOF HAD CONFLICT WITH ACR Y ON GAR.

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ACR X HAD BEEN CLRED FOR TKOF RWY 5 AT CLT. SIMULTANEOUS OPS WERE TAKING PLACE ON 36R; 36L WHILE WE WERE IN POS AND HOLDING ON RWY 5; A DC-9 WAS LNDG ON 36R. THE TWR TOLD THE DC-9 TO HOLD SHORT OF RWY 5 FOR DEPARTING TFC WHEN GIVEN THE LNDG CLRNC. ON HIS ROLLOUT HE TOLD THE TWR HE COULD HOLD SHORT OF RWY 5; SO TWR CLRED US FOR TKOF. THE DC-9 MISSED THE TXWY OFF OF 36R (C6) WHICH ENABLES HIM TO CLR 36R SHORT OF THE INTXN OF 5. THEREFORE; THE DC-9 WAS STILL ON 36R WHILE WE WERE ON THE TKOF ROLL ON 5. A 737 Y WAS ON SHORT FINAL 36 R AND WAS TOLD TO GAR BECAUSE THE DC-9 WAS STILL ON THE RWY. AS THE 737 WENT AROUND; WE WERE HALFWAY TO OUR Y(1) SPD. TWR INFORMED US OF THE GAR. WE DID NOT ABORT OUR TKOF AT THAT TIME LIKE WE SHOULD HAVE. WE WERE NOT ACCELERATING QUICKLY. THERE WAS TIME FOR THE AIRBORNE 737 TO CROSS OUR INTXN AT 300 FT ALT BEFORE WE ACHIEVED V(1). HOWEVER; HAD WE HAD A BETTER PERFORMING ACFT OR IF WE WERE CLOSER TO V(1) WHEN THE INCIDENT TOOK PLACE; WE COULD HAVE BEEN FACED WITH 2 CONVERGING ACFT; BOTH UNDER 500 FT AGL; AND AT TKOF PWR FOR A POTENTIAL MID-AIR COLLISION OVER THE ARPT. WHEN THE 737 CROSSED OUR NOSE; WE WERE 2000 FT FROM IT HORIZ; ON THE GND WHILE HE WAS 300 FT IN THE AIR. FACTORS: POOR JUDGEMENT IN NOT ABORTING WHEN WE COULD HAVE. POOR JUDGEMENT ON PART OF THE CTLR TO CLR US FOR TKOF IF HE WAS NOT SURE THE DC-9 COULD CLR 36R; THUS AVOIDING THE GAR OF THE 737 IN FRONT OF OUR TKOF PATH. BE SITUATIONALLY AWARE OF THIS TYPE OF PROB WHEN USING SIMULTANEOUS XING LNDG AND DEP OPS.