THE RPTR'S ACFT X WAS CLRED INTO TKOF POS ON RWY 18R; AS WELL AS ACFT W BEING CLRED INTO TKOF POS ON RWY 18L. AT THE SAME TIME; APCHING TO LAND WERE ACFT Y FOR RWY 18R AND ACFT Z FOR RWY 18L. BOTH ACFT X AND W WERE GIVEN A CLRNC FOR TKOF. WITHIN A SHORT TIME FRAME; BOTH ACFT Y AND Z WERE GIVEN GARS. NOW YOU HAVE 4 ACFT (2 ON EACH RWY) WITHIN THE LENGTH OF THE RWYS; 2 IN THE TKOF MODE AND 2 GOING AROUND.

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CVG TWR IS FAILING TO PROVIDE ADEQUATE TKOF/LNDG INTERVAL IN AN APPARENT EFFORT TO INCREASE CAPACITY. WITNESSED 2 GARS IN 15 MINS ON A WINDY NIGHT WHEN TWR CLRED ACFT INTO POS ON RWY 18R WITH ACFT ON ABOUT 3 MI FINAL AND PREVIOUS ACFT STILL ON ROLLOUT. BOTH AN ACR DC9 AND AN ACR CRJ HAD TO EXECUTE GARS BTWN 100-200 FT AGL. AS THE PREVIOUS ACFT (A BRASILIA AND OURSELVES IN A B737-200) WERE JUST LIFTING OFF CREATING A POTENTIAL FOR A CONFLICT OR MIDAIR. ONE CONTRIBUTING FACTOR IS THAT APCH KEEPS ACFT 170-180 KTS UNTIL THE 5.8 NM FIX CAUSING ACFT TO HAVE DIFFICULTY DSNDING AND SLOWING TO APPROX SPD. I'VE HAD TO GO AROUND TWICE FOR INTERVAL IN 7 MONTHS BECAUSE TWR HAS MISCALCULATED. THIS IS UNSATISFACTORY. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: RPTR CLAIMS THAT HE IS SEEING MORE ACFT GIVEN GARS BY THE TWR; HE BELIEVES THE TWR PERSONNEL ARE PUSHING THE ENVELOPE IN THEIR DAILY OP. ONE OF HIS CONCERNS IS FREQ CONGESTION THAT HAPPENS ON OCCASION WHEN YOU HAVE SIMULTANEOUS DEPS WITH GARS. ANOTHER CONCERN HE HAS AT CVG IS ASKING THE ACFT TO KEEP THEIR SPD UP (AT LEAST 170-180 KTS) UNTIL THE FAF. DEPENDING WHAT RWY YOU'RE LNDG ON; THAT CAN BE A VERY SHORT DISTANCE TO THE APCH END OF THE RWY. ON RWY 18R IT IS 4.4 MI AND 3.9 MI ON RWY 18L. THE FLT CHARACTERISTICS OF THE ACFT FLOWN BY THE RPTR DO NOT ALLOW FOR A STABILIZED APCH; AND HAS RESULTED IN GARS. I MADE A CALLBACK TO THE CVG OPS SUPVR. I ASKED IF THEY HAD NOTICED MARKED INCREASE IN GARS. THEY HADN'T SEEN ANY INCREASE AT ALL.