A NEAR NMAC OCCURS AT THE END OF RWY 27 WHEN A B727-200 PERFORMS A GAR AND NEARLY HITS A DEP SF340 ON INITIAL CLB OFF RWY 22R AT BOS; MA.

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WE WERE LNDG ON RWY 27 IN BOSTON. THE WX WAS CLR; VFR; BUT WITH GUSTY WINDS. THE LNDG RESULTED IN A HIGH BOUNCE; FROM WHICH WE ELECTED TO GO AROUND. ALTHOUGH AN UNUSUAL CIRCUMSTANCE; THE TRANSITION TO THE GAR WENT WELL. HOWEVER; AS PER USUAL ZBW PROCS; ANOTHER ACFT (A SAAB 340) HAD DEPARTED RWY 22R; CREATING A CONVERGING CONFLICT WITH A MISSED APCH/GAR SIT OF RWY 27. AS WE COMMENCED THE GAR; BOS TWR IMMEDIATELY ISSUED US A TURN TO 140 DEGS. THIS REMINDED US OF THE FACT WE'D SEEN AND COMMENTED ON THE SAAB IN POS ON RWY 22R; AS WE APCHED RWY 27; AND THE POTENTIAL OF CONFLICT SHOULD WE MISS AND THEY TAKE OFF. WE COMMENCED AN ASSERTIVE L TURN AND CONTINUATION OF OUR CLB. ALTHOUGH NO TCASII ALERT TOOK PLACE (TOO LOW FOR ACTIVATION?) A QUICK GLANCE OF CONCERN TO THE TCASII SHOWED A TARGET NEARLY UNDER US BY A MERE 100 FT. THIS ADDED VIGOR TO OUR MANEUVER. WE ALSO ASKED THE TWR WHERE THE SAAB WAS -- THEY SAID IT WAS GOING STRAIGHT OUT AND NOT A FACTOR. SETTLED DOWN; WE MADE A NICE VISUAL APCH AND LNDG TO RWY 29. (AN AIRBUS A320 WAS ALSO ON A LAHSO APCH TO RWY 22L; HOLD SHORT OF RWY 27 -- IMAGINE IF THEY'D MISSED APCH; TOO!). OBVIOUSLY THE GAR WAS UNUSUAL AND CONCERNING TO THE PAX; SOME COMMENTED THAT THEY'D SEEN THE OTHER ACFT AND IT WAS CLOSE. QUITE A FEW WERE ALSO AND UNDERSTANDABLY SCARED. WE MADE APPROPRIATE FOLLOW-UP PA ANNOUNCEMENTS. SUMMARY: FROM A PLT'S POINT OF VIEW; THE BOUNCE AND GAR; ALTHOUGH NOT COMMON; WAS STRAIGHT FORWARD AND WELL UNDER CTL. OUR MAIN CONCERN CAME FROM THE CLOSE VICINITY OF THE ACFT DEPARTING OFF RWY 22R; AND THE FACT THAT THE SEQUENCE OF RWY 27 LNDGS WITH RWY 22R DEPS WILL RESULT IN 'TOO CLOSE FOR COMFORT' SITS; SHOULD THERE BE A RWY 27 GAR. THESE SITS NEED BE RESEQUENCED TO CONSIDER GARS; TOO; OR ELSE IT SEEMS 'ONLY A MATTER OF TIME!' CALLBACK CONVERSATION WITH RPTR 469601 REVEALED THE FOLLOWING INFO: THE ACFT WAS TURNED SO THAT IT DID NOT PASS RWY 22L; MISSING THE SAAB BY ABOUT 1000 FT HORIZ. THE CAPT HAD TAKEN OVER THE CTLS AND MADE A TIGHT TURN TO THE ASSIGNED HDG OF 140 DEGS TO KEEP THE FLT AWAY FROM THE SAAB WHICH WAS ON A RWY HDG OF 220 DEGS BELOW THEM. THE FO RPTED THAT THIS PROC HAS BEEN IN USE FOR SOME TIME AT BOS. HE STATED THAT THE PIC DID TALK WITH THE FACILITY CHIEF; BUT DOES NOT KNOW WHAT TRANSPIRED. THE CAPT ALSO TURNED IN A COMPANY RPT; BUT SO FAR AS HE KNOWS DID NOT RPT THIS TO THE UNION. THE FO WAS COUNSELED TO DO SO. ONE PROB WITH THIS PROC IS THAT THE 2 ACFT WERE ON SEPARATE FREQS; THE SAAB ON 128.8 AND THE B727 ON 119.1. WITH DEP JET TFC; THERE IS NOT A CONFLICT ON A NORMAL GAR FROM RWY 27 AND A DEP FROM RWY 22L/R AS THE JET (UNLESS VERY LIGHT) WOULD BE WELL UNDER THE FLT PATH OF A GAR ACFT FROM RWY 27. THE OTHER PROB IS THAT THE TURBOPROPS; LIKE THE SAAB; ARE LIFTING OFF SOONER; CLBING OUT ON RWY HDG AND DOES CREATE A CONFLICT AREA WITH ANY ACFT ON THE GAR FROM RWY 27.