ACR X REFUSED CLRNC SPD REDUCTION HAD LTSS FROM ACR Y. SYS ERROR.

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I WAS WORKING S DEP COMBINED WITH DQO AT PHL. A WW24 TOOK OFF ILG FOR DITCH. THEN ACR X DEPARTED RWY 27L PHL FOR DITCH. THEN ACR Y DEPARTED RWY 17 AT PHL FOR DITCH; THEN A DH7 DEPARTED 17 AT PHL FOR DITCH; THEN AN ACR JET DEPARTED 27L AT PHL FOR DITCH. THEN AN ACR DH8 DEPARTED 17 AT PHL FOR OOD. THEN ANOTHER ACR DEPARTED 27L AT PHL FOR OOD. THEN A KING AIR DEPARTED ILG. ALL OF THIS WITHIN ABOUT 5 MINS. ALL OTHER SECTORS WERE ALSO EXTREMELY BUSY; SO I COULDN'T COORDINATE TO BORROW ANY AIRSPACE. I THEREFORE HAD TO TURN ALL THE PROPS OFF RWY 17 SWBOUND INTO THE SAME DIRECTION AS THE JETS UNTIL THEY REACHED 9000 FT WHILE OUTCLBING THEM TO 10000 FT WITH THE JETS BEFORE TURNING THEM ALL E TO DITCH. ALL THIS IN A BLOCK OF AIRSPACE ABOUT 12 MI SQUARE. PLUS I HAD TO GET THEM ALL BEHIND THE WW24 ALREADY OFF ILG FOR DITCH. ACR X WAS FIRST BEHIND THE WW24 AND I TRIED TO SLOW HIM TO 230 KTS. HE REFUSED AND SAID HIS MINIMUM SPD WAS 267 KTS; WHICH IS ABOVE THE NORMAL SPD LIMITS BELOW 10000 FT. I HAD TO VECTOR HIM FARTHER S THAN EXPECTED; PLUS THE WW24 WAS SLOWER THAN EXPECTED AND THE OTHER PROPS CLBED FASTER. I STOPPED THE DEPS 10 MINS BEFORE THE INCIDENT; BUT STILL; IN ALL THE CONFUSION; I TURNED ACR X EBOUND TOO SOON AND LOST SEPARATION WITH ACR Y AT 9000 FT. ACR X TCASII WENT OFF AND HE CONTINUED TO 10000 FT.