EWR TWR CTLR HAS OPERROR WHEN ACFT ON GAR FROM RWY 29 IS IN CONFLICT WITH ACFT INBOUND TO EWR ON AN OPPOSITE DIRECTION APCH.

Narrative

ON THE DAY OF THE INCIDENT EWR WAS ON THE ILS RWY 4R APCH AND VISUAL APCHS FROM THE W TO LAND RWY 29. ACR X CALLED INBOUND FROM THE W. I INSTRUCTED HIM TO FLY OVER THE RWY 4 NUMBERS FOR A L DOWNWIND RWY 29. AFTER OVERFLYING THE ARPT AND DSNDING TO LAND RWY 29; ACR X WAS SENT AROUND BECAUSE OF INTERSECTING RWY SEPARATION. INBOUND ABOUT 5-6 MI FROM THE W ON AN OPPOSITE DIRECTION APCH TO THE GAR WAS ACR Y AT AN ALT OF 2000 FT. ALSO 4 MI TO THE W WAS TEB TFC ON THE ILS RWY 6 APCH. NO HDOF WAS TAKEN AND THERE WAS NO XFER OF COM ON ACR Y. WITH TEB TFC ON THE ILS RWY 6 AND ACR Y OPPOSITE DIRECTION APCHING THE ARPT AND NO COM XFERRED PUTS THE LCL CTLR IN A SITUATION OF GUESSING HOW TO SEPARATE THE ACFT. AFTER THE GAR; I TURNED ACR X TO THE SW AND STOPPED HIM AT 1500 FT TO AVOID ACR Y HDG AT THE ARPT AND TO KEEP HIM INSIDE THE TEB TFC; HOWEVER; THE 2 ACFT CAME WITHIN 3 MI AND 500 FT OF EACH OTHER. EWR LOA WITH N90 STATES THAT XFER OF COM ON VISUAL APCHS WILL BE AT THE TEB WHICH IS ABOUT 8 MI NW OF THE ARPT. THERE ARE NO OTHER PROCS FOR THIS APCH. BEING A CTLR AND NOT KNOWING WHAT ALL ACFT IN YOUR CTL AND COMING FROM THE APCH CTLR ARE DOING IS A SAFETY CONCERN. ANOTHER SAFETY CONCERN IS RUNNING OPPOSITE DIRECTION APCHS TO A LNDG RWY. IN THE EVENT OF A GAR OR MISSED APCH THE ACFT ARE HEADING RIGHT AT EACH OTHER. WE NEED TO HAVE PROCS WRITTEN OUT SO ALL CTLRS INVOLVED KNOW WHAT IS GOING ON AND WHAT TO EXPECT OF ACFT APCHING AND LNDG AT THE ARPT ALLOWING ALL CTLRS TO MAKE DECISIONS BASED ON KNOWN FACTS INSTEAD OF HOPING FOR THE BEST.