CID DEP CTLR EXPERIENCED OPERROR AT 4000 FT WHEN SECOND DEP TURNED INSIDE PREVIOUS DEP AND CLBED TO OCCUPIED ALT.

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I WAS WORKING RADAR COMBINED IN THE TWR. LCL CTL HAD LAUNCHED THE DC9 RWY HDG OFF RWY 27; WITH NO RESTR. I CLBED THE DC9 TO 10000 FT AND STARTED THE DC9 IN A L TURN TO THE S UNTIL HE COULD CLB ABOVE THE 3 ACFT ON FINAL AND VECTORS TO FINAL TO RWY 31. I THEN TURNED THE DC9 FURTHER TO A 130 DEG HDG. LCL THEN GAVE ME ANOTHER DEP; THE C525 ON A 180 HDG; CLBING TO 5000 FT. ON CONTACT; IT APPEARED TO ME THAT THE C525 MIGHT NOT GET BEHIND THE DC9 AND DIVERGE; SO I TOLD HIM TO STOP HIS CLB AT 4000 FT. THE CITATION HAD A VERY HIGH RATE OF CLB AND HAD TURNED EXTREMELY TIGHT TO 180 DEGS. BY THE TIME THE C525 ACKNOWLEDGED THE STOP AT 4000 FT; HE WAS PAST IT AND STILL CLBING AND HAD TO DSND BACK. THE TIGHT TURN PUT HIM INSIDE THE DC9'S TRACK; COMBINED WITH THE DC9'S SLOW RATE OF CLB AND TURN; PUT THEM BOTH IN THE SAME AIRSPACE AT THE SAME TIME. CAUSAL FACTORS; IN MY OPINION: 1) LCL HAD JUST TAKEN THE POS. 2) THE PREVIOUS LCL CTLR HAD LAUNCHED THE DC9; THE RELIEVING CTLR LAUNCHED THE C525. 3) I WAS ABOUT TO BE RELIEVED AND WAS TRYING TO CLEAN UP THE ARRS. 4) UNUSUAL INFLUX OF INBOUNDS AND OUTBOUNDS; WHILE COMBINED IN THE TWR. 5) A STRONG N WIND ALOFT. 6) THE DC9 WOULD USUALLY GO ON A NE HDG; BUT FILED FOR AN ESE COURSE. 7) THE DC9 TURNED AND CLBED UNUSUALLY SLOW. 8) THE CITATION CLBED AND TURNED UNUSUALLY FAST; A NORMAL TURN WOULD HAVE HAD HIM DIVERGE CORRECTLY FROM THE DC9. 9) LCL WAS GETTING THE CITATION OUT BEFORE AN ARR ON RWY 31 (HITTING A SLOT; WITHOUT THE ABILITY TO TIPH). PREVENTION: LCL TO TAKE IT A BIT SLOWER RIGHT AFTER TAKING POS. MAYBE STICK WITH THE FAN-HEADINGS UNTIL THE FULL PICTURE IS UNDERSTOOD 100%. IF WE WERE ALLOWED TIPH (TAXI INTO POS AND HOLD) THE LCL CTLR MAY HAVE HAD THE TIME TO LOOK AT THE PICTURE CLOSER.