HAWKER 800XP FLT CREW HAS A RWY INCURSION AT TEB.

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ON SHORT FINAL; THE WINDS SHIFTED TO THE NW AND BECAME VERY GUSTY. AIRSPD BEGAN TO FLUCTUATE +/-10-15 KTS. ALL LNDG CHKS WERE COMPLETE AND COMS WERE TERSE FOCUSING ON VREF CALLS AND ACFT POS REF THE ILS. DUE TO THE EXCESSIVE WINDS; A DIFFICULT BUT OTHERWISE UNEVENTFUL LNDG WAS MADE. DURING THE ROLLOUT; AND IN THE MIDDLE OF A HIGH WORKLOAD TIME; CTLING THE ACFT AND COMPLETING ROLLOUT CALLS -- TWR CALLED TO REQUEST 'ACFT X; WHERE ARE YOU PARKING ON THE FIELD?' I ANSWERED 'FBO AND WE EXPERIENCED A 20 KT SHEAR ON SHORT FINAL.' I UNDERSTOOD TWR TO SAY 'ROGER; CONTINUE TO THE END; OH -- TURN L THERE AT TXWY B; STAY WITH ME.' I REPLIED 'L HERE AT TXWY B; STAY WITH YOU.' WHILE THE ACFT BEGAN TO EXIT THE RWY; I STARTED THE AFTER LNDG CHKLIST AND THE PF ASKED TO CONFIRM WE WERE CLRED TO THE RAMP AND BEGAN SLOWING THE ACFT TO A STOP. IT IS IMPORTANT TO NOTE THAT TXWY B IS VERY SHORT; IS BTWN INTERSECTING RWYS 1 AND 6 AND HAS NONSTANDARD MARKINGS CONSISTING OF BACK-TO-BACK HOLD SHORT LINES AS TO PROVIDE NO 'SAFE' LOCATION BTWN THE RWYS. LOOKING UP; I REPLIED 'I BELIEVE SO; I WILL CHK.' CAPT BROUGHT THE ACFT TO A COMPLETE STOP WITH THE ACFT STRADDLING THE HOLD SHORT LINE; LOOKING OVER HIS SHOULDER TO VERIFY RWY 1 WAS CLR BEFORE PROCEEDING AND NOTED THE ACFT ON RWY 1 WITH HIS LNDG LIGHTS ON; APPEARING TO BE ON THE TKOF ROLL. AT THE SAME TIME I CALLED TWR TO 'CONFIRM WE ARE CLRED TO CROSS' OF WHICH TWR RESPONDED 'NEGATIVE; I TOLD YOU TO HOLD SHORT.' I RESPONDED 'SIR; I UNDERSTOOD WE WERE CLRED TO THE RAMP; WHICH I READ BACK.' THE CTLR THEN RESPONDED 'NEGATIVE; I TOLD YOU TO HOLD SHORT' AND CANCELED THE OTHER ACFT'S TKOF CLRNC FROM RWY 1 AND CLRED US TO 'CROSS RWY 1 TO THE RAMP; CONTACT GND ON THE OTHER SIDE.' THE OTHER ACFT EXITED THE RWY PRIOR TO TXWY B RETURNING TO THE DEP END OF RWY 1 AND WE TAXIED TO THE RAMP. SEVERAL FACTORS CONTRIBUTING TO THE SIT WERE: 1) HIGH WORKLOAD TFC LOCATION. 2) GUSTY XWIND AND WINDSHEAR FACTORS. 3) TWR'S ATTEMPT TO COMMUNICATE DURING A HIGH WORKLOAD TIME. 4) PLT'S DECISION TO RESPOND TO TWR DURING HIGH WORKLOAD TIME. 5) TWR NOT CONFIRMING READBACK OF HOLD SHORT CLRNC. 6) CONFIGN OF TXWY B AND NONSTANDARD MARKINGS. 7) USE OF INTERSECTING RWYS FOR TKOF AND DEP. IT IS IMPORTANT TO NOTE THAT IT IS IMPOSSIBLE TO POS ACFT ON TXWY B AS TO BE CLR OF BOTH RWYS YOU ARE EITHER STILL ON RWY 6 AFTER LNDG OR ON RWY 1 CLRING RWY 6. KNOWING THERE WAS AN ACFT ON FINAL BEHIND US AND NEVER HEARING THE TKOF CLRNC ISSUED TO THE ACFT ON RWY 1; IT IS NORMAL. BEHAVIOR TO CROSS THE FIRST HOLD SHORT LINE AFTER EXITING THE RWY AS TO BE CLR OF ACTIVE RWY; NOT REALIZING THAT IT IS THE SAME LINE FOR RWY 1. THERE IS A 'HOT SPOT' LISTED ON THE ARPT DIAGRAM AT TXWY B BUT NO DESCRIPTION OF THE NONSTANDARD HOLD SHORT LINES USED. ALTHOUGH THE FACTORS LISTED ABOVE LED TO THE DESCRIBED SIT; IT IS NOTED THAT SAFETY INITIATIVES ON BOTH THE PF (BY STOPPING THE ACFT BEFORE IT ENTERED RWY 1; VISUALLY INSPECTING BEFORE ENTERING A RWY; AND CONFIRMING THE CLRNC) AND THE CTLR (BY NOTING THE ACFT'S POS AND CANCELING THE DEPARTING ACFT'S TKOF CLRNC) KEPT THE SIT FROM RESULTING IN A INCIDENT OR ACCIDENT AND PROVIDED NO LOSS OF SAFETY ON EITHER ACFT. SUPPLEMENTAL INFO FROM ACN 698359: THE PNF RPTED A WINDSHEAR OF 20 KTS TO TWR. TWR INSTRUCTED US TO (AS WE HEARD IT) 'TXWY B REMAIN WITH ME.' THE PNF READ BACK 'BRAVO; STAY WITH YOU.' I INQUIRED; 'ARE WE CLR TO CROSS?' THIS CAUSED A HESITATION WHICH BOTH OF US KNOW COULD MEAN 'MISCOM.' I STOPPED THE ACFT AND LOOKED L DOWN RWY 1. I COULD CLRLY SEE A FALCON ON THE RWY IN POS. THE PNF AND I WERE DISCUSSING THE INSTRUCTIONS WHEN I NOTICED THE LIGHTS COME ON ON THE FALCON. I EXCLAIMED 'HE'S TAKING OFF.' AGAIN WE WERE STILL STATIONARY. HOWEVER; MY NOSEWHEEL WAS PAST THE HOLD LINE. THIS I ATTRIBUTE TO VERY POOR MARKINGS AS 2 HOLD LINES ARE BACK-TO-BACK; GENERATING WHAT LOOKS LIKE 1 HOLD LINE ON TXWY B (IT IS A HOT SPOT).