CONSECUTIVE ACFT WITH SIMILAR HDG ASSIGNMENTS AND NOT ADEQUATE TIME OR DISTANCE SEPARATION CAUSES CONFLICT AT ORD; IL.

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CLRED FOR TKOF ON RWY 22L BEHIND A TURBOPROP. WE WERE GIVEN INSTRUCTIONS TO TURN L TO 070 DEGS AND 5000 FT WITH THE TKOF CLRNC. IN OUR TURN; I NOTICED THE TURBOPROP ON THE TCASII. THE FO SAW BOTH TCASII AND THE ACFT. AFTER TKOF; ATC WANTED US TO RPT PASSING 090 DEGS. TURBOPROP WAS ABOUT OUR 1-2 O'CLOCK POS. I NOTICED WE WERE GETTING CLOSER; FO SUGGESTED LEVELING OFF; WHICH WAS ABOUT 2500 FT. SHORTLY AFTER THIS; TCASII GAVE 'TA.' TURBOPROP WAS APPROX 3000 FT AND WE WERE ABOUT 2500-2600 FT. GOT SWITCHED TO DEP CTL. CONTINUED WATCHING ACFT. IT ENDED UP GOING OVER US. HAD WE CONTINUED THE CLB WE FEEL A MIDAIR WOULD HAVE OCCURRED. WHEN SWITCHED TO DEP CTL; WE ASKED HIM ABOUT WHAT HAPPENED. AFTER A PAUSE; HE SAID HE WASN'T SURE. NO ONE GOT BACK TO US. TWR DID ASK THE COMMUTER ACFT SOMETHING BEFORE WE WERE HANDED OFF TO DEP BUT CAN'T REMEMBER WHAT IT WAS. TOO CLOSE. I BELIEVE THIS HAPPENS MORE TIMES THAN I WOULD WANT TO KNOW. FAA PUSHING THE LIMIT ON HOW MANY ACFT IN ONE PLACE; WITH PRESSURE ON ATC TO PERFORM; IS SETTING US UP FOR A MIDAIR ANYTIME. FAA TRYING TO PUT MORE ACFT INTO ALREADY OVERSATURATED ARPTS AS IT IS. LGA A FEW MONTHS AGO WITH FAA ATC DENYING ANYTHING (AND TAPES TELLING STORY). THEN AFTER MIDAIR FAA WON'T BE LIABLE. TWR SENT US OFF TOO SOON AN INTERVAL WITH THE PLANNED HDGS HE HAD FOR BOTH OF US. SUPPLEMENTAL INFO FROM ACN 423803: JUST AFTER TKOF I NOTICED THE TURBOPROP AT 1-2 O'CLOCK RELATIVE POS. IT APPEARED TO BE ON A CONSTANT BEARING AND DECREASING RANGE. I INFORMED THE CAPT; SUGGESTED HE LEVEL OFF. JUST AFTER THAT; RECEIVED TCASII 'TFC' ALERT WITH YELLOW DOT INDICATING TARGET ACFT AT 3000 FT MSL. WE LEVELED AT APPROX 2500 FT MSL. CTLR WAS UNAWARE OF THE CONFLICT SINCE ORD TWR WAS CTLING US DURING THE EVENT. NEVER GOT AN ANSWER FROM ATC. IN MY OPINION; IF WE HAD CONTINUED WITH OUR DEP CLRNC AND NORMAL CLB PROFILE WE WOULD HAVE HAD A MIDAIR.