CRJ DEP FROM BTV ON TKOF ROLL RWY 33 OBSERVED LNDG CESSNA TFC FOR RWY 1; TWR ISSUED L TURN GAR TO CESSNA.

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WE WERE TAKING OFF ON RWY 33. NOTE: RWY 33 SHORTENED TO 6300 FT FOR TKOF DUE TO CONSTRUCTION. 17 DEGS C; MAX PERFORMANCE TKOF REQUIRED FOR WT (STATIC TKOF). CONFLICTING TFC: HIGH WING CESSNA LNDG RWY 1 (XING RWY). WE WERE GIVEN; 'POS AND HOLD RWY 33. BE READY.' WE TAXIED FROM TXWY J ONTO RWY 33 OVERRUN. WE HAD TO STOP FOR STATIC TKOF PERFORMANCE. WE WERE; 'CLRED FOR TKOF; TFC AIRBUS 4 MI FINAL.' WE PWRED UP AND ROLLED. I HEARD BTV TWR CALL; 'GO AROUND' TO AN ACFT LNDG RWY 1 (AND TURN WHEN ABLE). WE WERE ACCELERATING QUICKLY AND I LOOKED FOR THE OTHER ACFT. IT WAS A CESSNA OVER THE NUMBERS AT 100 FT FOR RWY 1. I CONSIDERED ABORTING! BUT; WITH THE SHORTENED RWY AND HIGH ACFT WT; DECIDED AGAINST IT. THE CESSNA CONTINUED FLYING OVER RWY 1 FOR AN UNCOMFORTABLE AMOUNT OF TIME (NO TURN) AND I CONSIDERED ABORT AGAIN; BUT THIS TIME IT WOULD BE IN THE VERY HIGH SPD REALM (110+ KTS). I DETERMINED WE WERE OUTRUNNING/ACCELERATING THE XING TFC AND CONTINUED. FINALLY; THE CESSNA TURNED HARD L. OUR TKOF WAS NORMAL. IN MY OPINION; SPACING AND SAFETY WERE COMPROMISED. IN RETROSPECT; I SHOULD HAVE AND WILL ABORT IN A SIMILAR SITUATION AGAIN. I ALSO WOULD NOT HAVE TAKEN OFF (ACCEPTED THE CLRNC) HAD I KNOWN THE OTHER ACFT WAS SHORT FINAL FOR A XING RWY. TWR; TRYING TO SQUEEZE US OUT BTWN ARRS FOR RWY 33 (AIRBUS 4 MI FINAL) AND TRAINING ACFT USING RWY 1; MADE FOR A VERY UNSAFE EVENT. THE 2 ACFT WERE JUST TOO CLOSE.