B727 FO EXPRESSED CONCERN REGARDING MSP TWR'S APPLICATION OF SEPARATION STANDARDS AS RELATED TO INTERSECTING RWYS 30L AND RWY 35.

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CAPT WAS PF. WE WERE CLRED FOR TKOF ON RWY 30L AT MSP; AND TO TURN TO A HDG OF 280 DEGS. TWR ADVISED THAT THERE WAS AN AIRBUS ON FINAL FOR RWY 35; WHICH IS A CONVERGING RWY BUT THE AIRBUS WAS ON A DIFFERENT TWR FREQ. AS WE LIFTED OFF AND STARTED OUR CLB; I WAS RETRACTING THE GEAR AND LOOKED TO OUR L. THE AIRBUS WAS ON SHORT FINAL; WELL BEHIND OUR PROJECTED FLT PATH. THERE WAS A CRJ THAT WAS COMPLETING ITS LNDG ROLLOUT. WX AT THE TIME WAS NORTHERLY WINDS AT 13 KTS GUSTING TO 20+ KTS. THE TWR HAS BEEN ASKED WHAT ITS PLANS ARE IF PLANES ENCOUNTER SHEAR. THEIR RESPONSE HAS BEEN TO NOT USE RWY 35 FOR 15 MINS. THEY HAVE BEEN ASKED SEVERAL TIMES WHAT THEY EXPECT THE ACFT RECOVERING TO DO; AND THEY IGNORE THE QUESTIONS. FROM PRIOR COMMENTS FROM A TWR MGR; SHE EXPECTS ACFT TO TURN AS INSTRUCTED WHILE RECOVERING FROM SHEAR. THIS PARTICULAR MGR ALSO BELIEVES THAT ONCE A PLANE IS INSIDE THE MISSED APCH ON THE APCH; IT IS 'COMMITTED TO LAND.' IF THE CRJ HAD ENCOUNTERED SHEAR; OR HAD A BALKED LNDG; ITS FLT PATH WOULD HAVE INTERSECTED WITH US WHERE THE DEP ENDS OF THE TWO RWYS INTERSECT. I DO NOT BELIEVE THAT FAA ORDER 7110.65 IS BEING FOLLOWED BY MSP TWR. OUR UNDERSTANDING IS THAT THE RWYS SHOULD BE RUN 'DEPENDENT;' AND THE FLT PATHS ARE SUPPOSED TO HAVE ADEQUATE SPACING TO AVOID THE POSSIBILITY OF NEAR MISSES.