FO OF LGT OVERSHOT FINAL ON A VISUAL APCH AND WAS REMINDED BY TCASII RA WITH REGARD TO THE OTHER ACFT ON THE PARALLEL RWY.

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WE WERE ON THE GOLDEN GATE 3 ARR TO SFO AT 250 KTS WITH A HDG OF 130 DEGS AFTER PASSING THE VOR. WHILE ON THAT HDG CLRED TO DSND IN STEP DOWN TO VARIOUS ALTS WITH NO SPD CHANGE REQUESTED. FO WAS FLYING THE ACFT. AT ABOUT 12 MI FIX WAS GIVEN HDG TOWARD ARPT AND ASKED IF WE HAD TFC FOR RWY 28R AND ARPT IN SIGHT. ADVISED IN THE AFFIRMATIVE AND CLRED FOR VISUAL APCH TO RWY 28L AND KEEP TFC IN SIGHT. WHILE FO WAS EXECUTING 30 DEG BANK TURN WITH SPD BRAKE EXTENDED AT 250 KTS I BECAME CONCERNED ABOUT TFC AS I COULD NOT SEE IT AND SUSPECTED WE WOULD CROSS OVER RWY 28L CTRLINE DUE TO LATE TURN BY BAY APCH AND HIGH SPD. AT ALL TIMES; FO HAD TFC FOR RWY 28R IN SIGHT. TOLD FO TO INCREASE BANK ANGLE TO REDUCE OVERSHOOT AND HE WAS SLOW TO RESPOND DUE TO COMPANY TRAINING NOT TO EXCEED 30 DEGS OF BANK. IN FACT DID OVERSHOOT RWY 28L CTRLINE AND CAUSE CONFLICT; TCASII WARNING; WITH TFC ON RWY 28R. REINTERCEPTED CTRLINE OF RWY 28L AND MADE NORMAL LNDG. THIS PROB WAS CAUSED BY SEVERAL REASONS. FIRST A CLOSE IN VECTOR HDG OF 130 DEGS BY BAY APCH WHICH WAS NON STANDARD AND SECOND THE HIGH SPD 250 KTS OF THE ACFT WHICH CAUSED A LARGE TURN RADIUS. PROB COULD HAVE BEEN ELIMINATED BY BETTER VECTORS AND A SLOWER SPD USING FLAPS RATHER THAN SPD BRAKE FOR DSCNT CTL. AFTER LNDG SUBJECT WAS DISCUSSED WITH FO.