HAZARDOUS SIT INCREASES AT LAX WHILE L1011 RECEIVES LAST MIN SIDESTEP TO RWY 25L AND ENSUING GAR BECAUSE OF TFC ON RWY FOLLOWED BY TCASII RA AT LOW ALT.

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ACR X WAS CLRED FOR A VISUAL APCH TO RWY 25L BEHIND AN ACR Y B767. THE ACR B767 WAS SIDESTEPPED TO RWY 25R. WE WERE CLRED TO LAND ON RWY 25L. AT 1000 FT AGL WE WERE SIDESTEPPED BY TWR TO LAND ON RWY 25R AND CLRED TO LAND. AN ACR Y B767 WAS THEN CLRED TO TAKE OFF ON RWY 25L. AT 200 FT AGL WE INITIATED A GAR AND TOLD THE TWR; AS THE ACR Z B767 WAS STILL ON THE RWY 25R CTRLINE. NO GAR WAS ISSUED BY THE TWR. WE WERE GIVEN A 250 DEG HDG BY THE TWR. WHILE STILL OVER THE RWY WE RECEIVED A TCASII RA ON THE ACR Y B767 DEPARTING RWY 25L AND SLIGHTLY BELOW US OVER RWY 25L. THE TCASII RA CALLED FOR A CLBING R (N) TURN. TURNING TO THE R (N) WAS NOT AN OPTION AS THERE WAS TFC SLIGHTLY AHEAD AND ABOVE US DEPARTING FROM THE N COMPLEX. I OBSERVED THE ACR Y B767 TURNING S AWAY FROM US AND WE MAINTAINED HDG 250 DEGS. AS THE ACR Y B767 TURNED AWAY THE SIT WAS RESOLVED. WE WERE VECTORED AROUND TO THE S TO RETURN AND LAND ON RWY 25L. WE WERE KEPT AT 5000 FT MSL DURING THE VECTOR UNTIL VERY LATE; THEN CLRED FOR A VISUAL (SLAM-DUNKED) TO RWY 25L. PROBS: 1) NO GAR WAS ISSUED BY THE TWR IN A POSSIBLE ACFT ON RWY/ACFT LNDG CONFLICT. 2) INADEQUATE AIRSPACE ALLOWED BY THE TWR FOR GARS. CTRLINE-TO-CTRLINE DISTANCE BTWN RWY 25L AND RWY 25R MEASURES TO BE ABOUT 600 FT. DECREASING THIS BY THE WING SPANS OF AN L1011 AND A B767 ACFT LEAVES ABOUT 450 FT; ASSUMING BOTH ACFT ARE OVER THE CTRLINES. TOO CLOSE IN TKOF AND LNDG CONFIGNS WITH LIMITED MANEUVERABILITY FOR BOTH ACFT. RESOLUTION: 1) TWR MUST ISSUE GARS WHEN NECESSARY. 2) TWR MUST LEAVE MORE INTERVAL BTWN TKOF AND LNDG TFC ON CLOSE PARALLEL RWYS TO ALLOW FOR POSSIBLE GARS.