TMB TWR LCL CTLR ISSUED GAR TO BEECH B55 PLT ON FINAL FOR THE PARALLEL TXWY. THE CLOSE ENCOUNTER CAUSED A POTENTIAL COLLISION WITH ANOTHER ACFT TAXIING ON A PARALLEL TXWY.

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A BE55 CALLED INBOUND FROM THE NW. THE PLT'S XMISSIONS WERE LOUD AND CLR; AND HE SEEMED TO HAVE A GOOD COMMAND OF ENGLISH; BUT HIS HVY ACCENT MADE HIM DIFFICULT TO UNDERSTAND. AFTER HE REPEATED HIMSELF SEVERAL TIMES; I DETERMINED HIS INTENTIONS AND INSTRUCTED HIM TO MAKE A STRAIGHT-IN APCH TO RWY 13 AND RPT A 3 MI FINAL. RWY 13 IS 150 FT WIDE. TXWY D IS PARALLEL TO IT ON THE L SIDE FOR THE FULL LENGTH AND IS 50 FT WIDE. TXWY C IS PARALLEL TO TXWY D ON THE L SIDE FROM MID FIELD TO THE DEP END AND IS ALSO 50 FT WIDE. THE BE55 PLT RPTED 3 MI FINAL AND I CLRED HIM TO LAND RWY 13. ON SHORT FINAL; HE APPEARED TO BE L OF COURSE. I ASKED THE GND CTLR IF THE BE55 APPEARED OFF COURSE AND HE CONFIRMED MY OBSERVATION. JUST AS I WAS ABOUT TO TELL THE BE55 TO VERIFY HIS ALIGNMENT FOR RWY 13; ANOTHER ACFT CALLED INBOUND. IT TOOK ME A FEW SECONDS TO REMEMBER THAT MY XMITTER COULD OVERPWR THE OTHER XMITTING ACFT; AND BY NOW IT WAS CLR THAT THE BE55 WAS GOING TO LAND ON TXWY C. I KEYED UP AND OVER THE OTHER ACFT AND TOLD THE BE55 TO GO AROUND. THE BE55 COMPLIED. THE BE55 MAY HAVE MADE CONTACT WITH THE TXWY WITH ITS MAIN GEAR. IT WAS TOO CLOSE TO TELL. AS THE BE55 WENT AROUND; IT NARROWLY MISSED A C172 TAXIING ON TXWY D. DISTANCE BTWN TXWY C AND TXWY D CTRLINE TO CTRLINE IS 124 FT (MAX DUAL PARALLEL TAXIING WING SPAN IS 95 FT). IN MY ESTIMATION; THE BE55 WOULD NOT HAVE BEEN ABLE TO STOP IN THE DISTANCE REMAINING AND GOING AROUND WAS THE SAFER OF THE 2 OPTIONS. THE END OF TXWY C WAS BLOCKED OFF WITH CONSTRUCTION BARRICADES. AS THE BE55 CLBED OUT; I TOLD THE PLT WHAT HE DID. HE ACKNOWLEDGED THAT; SAID HE WAS GOING TO MAKE A R XWIND; AND THEN TURNED L. HE WAS ON A COLLISION COURSE WITH A C172 OFF HIS L FRONT ON THE DOWNWIND FOR RWY 13. I POINTED OUT TFC AND INSTRUCTED HIM TO WIDEN OUT HIS PATTERN TO FOLLOW THE C172 (THE BE55 ORIGINALLY WANTED A TOUCH-AND-GO ON RWY 13). THE BE55 SAID HE JUST WANTED TO GO BACK TO OPA LOCKA ARPT (OPF; 18 MI NE). I TOLD HIM TO CONTACT THE APPROPRIATE MIA APCH SECTOR; AND BID HIM GOOD DAY. THIS WAS THE SECOND ACFT THAT DAY TO LINE UP FOR TXWY C AFTER BEING CLRED FOR RWY 13. THE FIRST OCCURRENCE WAS BEFORE MY SHIFT; SO I DO NOT HAVE FULL DETAILS; BUT I WAS TOLD A BE35 MADE A TOUCH-AND-GO ON TXWY C AFTER FLYING OVER AN ARPT VEHICLE IN THE GRASS NW OF THE 'THRESHOLD' OF TXWY C. THE AIR TFC MGR SUBMITTED AN FAA FORM 8020-11 ON THE FIRST INCIDENT. THE ARPT MGR FLEW THE FINAL TO RWY 13 TO SEE IF THERE WAS AN ENDEMIC PROB. TXWY C WAS CONSTRUCTED 2 YRS AGO. RWY 13 AND TXWY D ARE SIGNIFICANTLY OLDER AND THUS THEIR ASPHALT IS MORE FADED. THE ARPT MGR RPTED THAT FROM 3 OR MORE MI OUT; TXWY C STANDS OUT MORE PROMINENTLY THAN TXWY D OR RWY 13. ARPT MGR REPAINTED RWY 13 NUMBERS AND CTRLINE; AND OUTLINED NUMBERS IN BLACK. THE RWY IS SCHEDULED TO BE CLOSED FOR CONSTRUCTION IN THE NEAR FUTURE. HE INTENDS TO ENCLOSE THE NUMBERS IN A BLACK BOX BEFORE REOPENING THE RWY. GENERAL CONSENSUS AMONG ARPT MGR; AIR TFC MGR; AND CTLRS INVOLVED IS BOTH EVENTS WERE DUE PRIMARILY TO PLT INATTN.