A B767-400 FO RPTED THAT; DURING APCH TO SFO; NCT PROVIDED XING VECTORS FOR HIS ACFT AND A BIZJET; CAUSING AN RA AS THEY CROSSED IN FRONT OF EACH OTHER FOR THE OTHER RWY.

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ON PUBLISHED VISUAL APCH TO RWY 28R SFO; BAY APCH VECTORED A SMALL JET IN FRONT OF US TO FLY RWY 28R APCH. WE HAD BEEN INSTRUCTED TO MAINTAIN 180 KIAS TILL BRIDJ. THEN; APCH CHANGED THIS TO 170 KIAS TILL BRIDJ. APCHING BRIDJ; THE JET WAS SLIGHTLY AHEAD AND TO OUR L AND WE WERE ASSIGNED A CHANGE TO RWY 28L. THIS MEANT WE HAD TO CROSS TO OUR L ACROSS THE RWY 28R FINAL. APCH SAID WE COULD START OUR TURN TO RWY 28L PRIOR TO BRIDJ. (THEY MUST HAVE RECOGNIZED THE POTENTIAL CONFLICT.) THE CAPT HAD THE ACFT VISUALLY (PNF) -- I DID NOT (PF). WHEN I DID SEE THE AIRPLANE; WE CROSSED ABOVE AND BEHIND THE JET. WE HAD A MUCH HIGHER APCH SPD AND HAD TO MAINTAIN ALMOST LEVEL FLT TO ALLOW FOR SAFE SEPARATION. AS WE INTERCEPTED THE RWY 28L FINAL AND INCREASED OUR DSCNT TO INTERCEPT THE GS; WE RECEIVED AN RA FOR THE JET. THIS MAY HAVE BEEN DUE TO THE INCREASED RATE OF DSCNT. WE ADJUSTED OUR APCH TO THE L AND THE RA ENDED. LANDED UNEVENTFULLY. BAY APCH PUT A SMALL JET IN FRONT OF US; XING OUR FINAL APCH PATH; AND HAD US FLYING ACROSS HIS FINAL TO REACH OUR FINAL. THE CHARTED VISUAL HAS US FLY TO BRIDJ THEN TURN L TO INTERCEPT FINAL. THE JET HAD A SIGNIFICANTLY SLOWER APCH SPD; AND THE VECTOR ON TO FINAL WAS CLOSE. THIS IS NOT A GOOD PRACTICE FOR APCH; AND I BELIEVE THEY CREATED THE CONFLICT WITH NO SPD REDUCTION BELOW 170 KIAS TILL BRIDJ. THEY NEED TO BE AWARE OF THE B767-400'S HIGHER APCH SPDS. IF THE JET HAD BEEN ASSIGNED RWY 28L AND WE RWY 28R; IT WOULD HAVE WORKED MUCH BETTER. I HAVE NO IDEA WHY BAY WOULD CROSS FINAL TFC THE WAY THEY DID.