A80 CTLR EXPERIENCED CONFLICT AS ADJACENT CTLR TURNED ACFT TOWARD HIS ACFT PRIOR TO ESTABLISHING ALT SEPARATION.

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ATL CURRENTLY HAS RWY 8R/26L CLOSED FOR REPAIR. AS A RESULT A80 MUST ALTER THE FEED OF INBOUND ACFT TO THE ARPT. DURING PERIODS OF HVY FLOW THE BULK OF THE TFC IS LANDED ON RWYS 10/28; 9R/27L AND SOMEWHAT SPARINGLY ON 8L/26R AS IT IS USED AS A HVY DEP RWY. MGMNT HAS THE ARR SECTOR FEED ACFT LNDG DIFFERENT RWYS TO SEPARATE FINAL CTLRS IN THE SAME DOWNWIND. THIS CREATES AN UNSAFE SITUATION AS 2 CTLRS MUST MANAGE THEIR TFC IN THE SAME AIRSPACE. IN THIS SITUATION I WAS THE FINAL CTLR FOR RWY 27L AND WAS BEING FED ACFT DSNDING TO 8000 FT AND THE CTLR WORKING RWY 26R DSNDING TO 7000 FT IN THE SAME DOWNWIND. THE RWY 26R CTLR MUST ENSURE HIS TFC IS SEPARATED VERTICALLY BELOW THE RWY 27L TFC PRIOR TO ISSUING ANY CTL INSTRUCTIONS. IN THIS INSTANCE I HAD A B717 LEVEL AT 8000 FT ON A 090 DEG HDG. THE RWY 26R CTLR HAD AN MD88 ON THE SAME HDG BUT SLIGHTLY N OF MY TFC STILL IN A DSCNT TO 7000 FT OR SOMETHING LOWER. THE RWY 26R CTLR ISSUED A R TURN S TO THE MD88 WHILE PRIOR TO THE ACFT DSNDING THROUGH 8000 FT WHICH CREATED A CUTOFF CONFLICT SITUATION WITH MY B717 AS THE MD88 CROSSED HIS NOSE AT APPROX 1.5 MI AND 500 FT. WHEN I RECOGNIZED WHAT WAS OCCURRING I WAS ABLE TO INITIATE VISUAL SEPARATION WITH MY ACFT. I BELIEVE THE MD88 WAS ALSO GIVEN ALTERNATE INSTRUCTIONS. CONTRIBUTING FACTORS TO THIS SITUATION WERE CONVECTIVE ACTIVITY IN THE AREA AND A STRONG TAILWIND COMPONENT ON THE DOWNWIND WHICH MADE FOR SLOW RATES OF DSCNT. ADDITIONALLY; THERE WERE TOO MANY ARR ACFT IN THE APCH CTL AIRSPACE FOR THE ARPT AND WX CONDITIONS WHICH COULD BE ATTRIBUTED TO THE TFC MGMNT CTLR ON DUTY WHO IS WELL KNOWN FOR ALLOWING THAT TYPE OF SITUATION TO OCCUR. OTHER FACTORS COULD BE DATA TAGS OF ONE CTLR'S BEING OBSCURED BY THOSE OF ANOTHER'S BEING WORKED IN THE SAME BIT OF AIRSPACE. MY SUGGESTION TO CORRECT THIS SITUATION WOULD BE TO LOWER THE ARR RATE AND RUN STRICTLY A 2-RWY ARR OP UNTIL THE ARPT IS READY FOR A STANDARD TRIPLE OP.