MEM CTLR DESCRIBED INCIDENT WHEN SUPERVISORY SEQUENCING DIRECTION RESULTED IN A NEAR LOSS OF SEPARATION.

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I WAS WORKING THE ARR COORDINATOR (CIA) POS DURING THE BUSY INBOUND ARR PUSH. THE ARR W (ARW) CTLR WAS VERY BUSY; BUT HE WAS DOING AN EXCELLENT JOB UTILIZING SPD CTL TO KEEP HIS SECTOR UNDER CTL. HE HAD APPROX 10-12 ACFT ON HIS FREQ BEING VECTORED TO RWY 18R. THE ARR E (ARE) CTLR HAD APPROX 6 ACFT ON HIS FREQ BEING VECTORED TO RWY 18C AND 27; BUT AT LEAST 10-12 MORE IN HIS TAB LIST. THE ARW TAB LIST WAS EMPTY. THE SUPVR ASKED ME WHAT MY PLAN WAS; AND INDICATED THAT I SHOULD 'MOVE' SOME OF THE ARW TFC OVER TO RWY 18C OR TO RWY 27. I INFORMED THE SUPVR THAT THE ARW CTLR HAD EVERYTHING UNDER CTL; AND THAT EVERYONE WAS BACK TO 230 KTS AND THAT SPACING WAS EXCELLENT. THE SUPVR WAS CONCERNED ABOUT ONE PARTICULAR ACFT FROM THE NW; AND HE FELT THAT THIS WOULD PUT THE FINAL W (ARF) CTLR DOWN THE TUBES. I EXPLAINED THAT THE DOWNWIND WOULD GO OUT A FEW EXTRA MI; BUT THAT IT WOULD NEVER EXTEND OUTSIDE THE FINAL BOX. THE SUPVR ORDERED ME TO MOVE A CRJ AT 10000 FT; 25 MI SE OF MEM; AND HAVE THE ARE CTLR VECTOR THIS ACFT TO RWY 27. THE SUPVR ALSO WANTED ME TO TAKE A SF34 FROM THE SW CORNER AND PUT THIS TFC ON A L DOWNWIND FOR RWY 27. I PASSED ALONG THE ORDER TO THE ARE CTLR AND THEN POINTED THE TFC OUT TO THE DEP E (DRV) CTLR. DRV SAID POINTOUT 'APPROVED;' BUT INFORMED ME THAT ARE AND THE RWY 27 FINAL CTLR (ARN) WOULD HAVE TO MISS AN AC69 THAT WAS 7 MI SE OF MEM AT 5000 FT. I WALKED BACK TO THE TFC MGMNT UNIT SCOPE WHERE CIA NORMALLY WORKS; AND TOOK A LOOK AT THIS DEVELOPING SITUATION. THE SUPVR HAD WANDERED OFF AT THIS POINT. THE DEP WAS EBOUND AT 5000 FT AND TRAPPED BENEATH TFC AT 6000 FT. THE CRJ WAS NOW AT 5000 FT AND ON A CONVERGING COURSE WITH THE AC69. I RAN ACROSS THE ROOM TO THE ARN SCOPE AND TOLD HIM THAT HE HAD 2 ACFT AT 5000 FT. ARN 'EXPEDITED' THE CRJ OUT OF 5000 FT; JUST AS DRV WAS FINALLY ABLE TO EXPEDITE THE AC69 OUT OF 5000 FT FOR THE CLB. BY NOW THE SUPVR HAD DECIDED THAT THIS WAS ALL A BAD CALL; AND FURTHER DECIDED TO JUST LET THE SF34 STAY ON HIS ORIGINAL ARR RTE. AS A CIA; I AM NOT ALLOWED TO ISSUE ANY SPD OR SPACING RESTRS TO THE CTR. I AM NOT ALLOWED TO TAKE 'HIGH SIDE' JET TFC TO RWY 27. BUT THE SUPVR MAY ISSUE SPD AND SPACING RESTRS TO THE CTR; AND HE MAY ALSO DECIDE TO TAKE 'HIGH SIDE' TFC TO RWY 27. ADDITIONALLY; THE CIA OR THE SUPVR ARE ALLOWED TO TAKE TURBOPROP TFC OFF OF THE HIGH SIDE FROM THE SW CORNER POST; AND RUN THIS TFC THROUGH DRA; DRV AND ARE AIRSPACE TO BE HANDED OFF TO ARN. MEM FAA MGMNT HAS A PROC IN PLACE THAT SEVERELY LIMITS WHEN AND WHY WE MAY OR MAY NOT MOVE JET TFC OFF OF THE 'HIGH SIDE' TO RWY 27. THIS IS SUPPOSEDLY DONE FOR 'SAFETY' AND TO KEEP THESE JETS OUT OF DEP AIRSPACE DURING BUSY ARR PUSHES. IRONICALLY ENOUGH; THE SUPVR BROKE THE PROCEDURAL RULE AND NEARLY CAUSED US TO RUN 2 ACFT TOGETHER. THIS SAME SUPVR BELIEVES THAT IT IS OK FOR THE 'HIGH SIDE' TURBOPROP ACFT TO FLY THROUGH 3 OTHER SECTORS VIA POINTOUT. THERE IS NO RHYME OR REASON TO THEIR ACTIONS. THIS IS ALL A KNEE JERK REACTION TO 'SHOW' THAT WE ARE DOING SOMETHING TO PREVENT OPERRORS; BUT WE ARE CREATING MORE PROBS THAN WE ARE SOLVING. IF MEM FAA MGMNT WOULD SIMPLY ALLOW US TO SLOW THE ACFT; KEEP THEM IN LINE; AND KEEP THEM ON THE APPROPRIATE SIDE OF THE AIRSPACE; EVERYTHING WOULD WORK OUT JUST FINE. THERE IS NEVER ANY CONSTRUCTIVE DISCUSSION ABOUT THESE ISSUES. NO PRE-PLANNING BEFORE THE PUSH. NO DE-BRIEFING AFTER THE PUSH. JUST A BUNCH OF BACK SLAPPING WHEN IT'S ALL OVER AND DONE WITH; THANKFUL THAT NOTHING BAD HAPPENED.