TWR LCL CTLR RELEASED 2 ACFT ON PARALLEL RWYS WITH THE LEAD ACFT TURNING IN FRONT OF THE TRAILING ACFT. THE SECOND ACFT RECEIVED A TCASII RA AND THE DEP CTLR INTERVENED; HOWEVER; LTSS HAD OCCURRED.

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THE METROLINER DEPARTED FIRST AND WAS GIVEN A CLB TO 9000 FT AND A TURN TO A HDG OF 190 DEGS. THE TWR ADVISED THAT ACR X HAD THE METROLINER IN SIGHT AND HE DEPARTED CLBING TO 3000 FT; I THEN ISSUED 13000 FT AND THE NORMAL SPD ASSIGNMENT (250 KTS). THE METROLINER WAS TURNING SLOWLY AND I NOTICED ACR X WOULD BE INSIDE OF HIS SBOUND TURN. I IMMEDIATELY STOPPED ACR X AT 2000 FT BUT HE WAS ALREADY THROUGH THAT ALT. HE THEN STOPPED AT 2500 FT AND ADVISED HE WAS GETTING AN TCASII RA. THE METROLINER ADVISED HE HAD ACR X IN SIGHT AND THE B737 WAS PASSING ABOVE HIM AND HE WAS MAINTAINING VISUAL. THE COURSES DIVERGED AND THINGS PROCEEDED NORMALLY. CAUSE OF THE SIT CAN BE ATTRIBUTED TO ACFT PERFORMANCE; THE LEAD ACFT CLBING AND TURNING SLOWER THAN THE TRAILER. SECONDLY; THE TWR IS NOT ENSURING THAT THE SMALLER ACFT ARE TURNING AS THEY HAVE IN THE PAST WITH THE CHANGE IN THE CLRNCS IN THE TWR ENRTE SYS. THE NEW CLRNCS LEAVE IT UP TO THE PLT TO TURN WHEN THE CLRNC DICTATES. LASTLY; PERFORMANCE HAS TO BE CONSIDERED PRIOR TO DEPARTING ACFT CLOSELY OR VISUALLY.