A CTLR VECTORING A B757 FOR APCH TO ATL GAVE THE ACFT INCORRECT HDGS AND ALTS; PERHAPS DUE TO SIMILAR CALL SIGNS.

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ON THE DOWNWIND LEG FOR RWY 10 IN ATL HDG 270 DEGS; SPD 180 KTS. AT 12 DME FROM ATL WE WERE TOLD TO TURN R TO 360 DEGS. I THOUGHT THIS WAS STRANGE BECAUSE OF RWY 8R BEING CLOSED AND RESTR TO 250 KTS FROM DBN ON THE CANUK 3 ARR. THE PLT MONITORING READ BACK; 'HDG 360 ACR X.' ABOUT 7-10 SECONDS LATER; APCH ASKED WHAT OUR HDG WAS. THE PLT MONITORING RESPONDED; '360 DEGS.' APCH THEN SAID; 'ACR X TURN L TO 350 DEGS.' THE PLT MONITORING RESPONDED; 'ACR X L TO 360 DEGS.' THE CTLR IMMEDIATELY SAID; 'ACR X TURN L TO 180 DEGS AND CLB TO 5000 FT.' WE HAD BEEN DSNDING FROM 5000 FT TO 4000 FT. WE WERE AT 4500 FT WHEN WE STARTED THE L TURN AND STARTED TO CLB. AT 4700 FT WE GOT AN RA TO CLB. WE LEVELED AT 5000 FT ON A 180 DEG HDG. THE CTLR APOLOGIZED TWICE. I FEEL WITH THE NEW RWY PROCS; A CLOSED RWY AND INCONSISTENT PROCS; WE WERE TURNED INTO A 20 MI FINAL AT THE 12 MI MARK. WHETHER THIS WAS DUE TO ATC PROCS OR SIMILAR CALL SIGNS; I DON'T KNOW. I FEEL THE ATL APCH AIRSPACE AND GND SAFETY ARE AT A COMPROMISE UNTIL ALL RWYS ARE OPERATIONAL AND A STANDARDIZED OPERATING PROC IS DEVELOPED.