FLC OF AN MDT RECEIVED A TCASII RA AND DID NOT NEED TO RESPOND TO THE WARNING SINCE ATC HAD POINTED OUT THE OTHER TFC AND BOTH FLCS HAD THE OTHER IN SIGHT.

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ON OUR DEP FROM JFK; WE WERE ASSIGNED A NE HDG AND A CLB TO 14000 FT. OUR FLT PLAN WAS JFK-ROC; AND AN E CLB IS NORMAL TO GET WBOUND TFC OVER LGA AIRSPACE BEFORE PROCEEDING ON COURSE (W). THE CTLR WAS GIVING US SOME HDG CHANGES FOR OUR CLB. AS WE NEARED 10000 FT WE WERE INSTRUCTED TO LEVEL OFF AT 10000 FT AND LOOK FOR TFC AT 2 O'CLOCK. WE THEN RECEIVED A TCASII ALERT AND SIGHTED TFC ABOUT 2 O'CLOCK; CONVERGING; CLBING THROUGH OUR ALT. ESTIMATED DISTANCE WAS 3-4 MI. THE TFC (AN MD-80) HAD US IN SIGHT AS WELL AND EXPEDITED HIS CLB. THE MD-80 CROSSED OVER OUR POS SOME 1600 FT ABOVE US. IN THE INTERIM WE HAD RECEIVED 2 RA'S (1 REDUCE CLB; 1 MONITOR VERT SPD). THE CTLR SEEMED TO CATCH THE SIT; BUT IT DIDN'T SEEM LIKE THERE WAS MUCH TIME TO SPARE. OCCURRENCES LIKE THIS ARE RATHER COMMON; THOUGH THEY ARE SELDOM CLOSE CALLS (THIS PROBABLY WASN'T CLOSE EITHER; IT JUST SEEMED THAT WAY). THIS UNDERSCORED THE NEED FOR POSSIBLY SOME DEDICATED ARR AND DEP RTES FOR TURBOPROPS INTO AND OUT OF NEW YORK. EARLY IN THIS SCENARIO; THE CTLR ASKED FOR OUR BEST CLB. WE GAVE IT; BUT IT WASN'T MUCH. TURBOPROP PERFORMANCE IS NOMINAL COMPARED TO JETS; ESPECIALLY IN SUMMER. DEDICATED RTES; NOT REQUIRING A HIGH ALT FOR DEP; OR A LOW ALT FOR ARR (AS IS THE CASE NOW) WOULD NOT ONLY MAKE THINGS EASIER ON TURBOPROP CREWS AND PAX; BUT MAY LESSEN THE POSSIBILITY OF TFC CONFLICTS.