BOS LCL CTLR DESCRIBED OPERROR BTWN DEP AND GAR ACFT WHEN ADJACENT LCL CTLR FAILED TO COMPLY WITH COORD PROCS REGARDING GAR ACFT.

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I WAS WORKING LCL CTL W AT XA07. 3 MI S OFF RWY 22R WAS MY LAST JET DEP. WE (BOS TWR) WERE LNDG ON RWYS 27 AND 22L WITH LAHSO OPS IN EFFECT. WE WERE DEPARTING RWY 22R. THE BOS TWR SOP'S STATE THAT LCL CTL W WILL ADVISE LCL CTL E OF A HDG TO ISSUE IN THE EVENT OF A GAR OR MISSED APCH. AT APPROX XA08; ACR X ADVISED LCL CTL E OF A MISSED APCH TOO HIGH ON FINAL. LCL CTL E RELAYED THIS INFO. I ISSUED A L TURN TO HDG 140 DEGS (FROM RWY 27 FINAL); TO BE ISSUED TO THE ACFT; BY LCL E. I HAD AN SF340; ACR Y; AT THE DEP END OF RWY 22R TURNING TO HDG 300 DEGS. THE VECTOR OF 140 DEGS WOULD TAKE ACR X BEHIND THE JET 3 MI S AND AWAY FROM ACR Y. LCL E ADVISED 'ACR X; START AN IMMEDIATE R TURN TO HDG OF 360 DEGS.' THIS TOOK THE E190 THROUGH THE SF34 DEP COURSE. BOTH ACFT WERE THEN IN THE CLOUDS AT 1100 FT. THE E190 RAPIDLY OUTCLBED THE SF34. AT THIS POINT; 1 1/4 MI APART; THE E190 BEGAN TO DIVERGE. THE RADAR DEP CTLR WHO WAS IN CONTACT WITH ACR Y SINCE THE INITIAL TURN CALLED ON THE LINE TO ME AND SAID 'I'M TURNING ACR Y WEST; OK?' I ACKNOWLEDGED 'YES.' 'AFFIRMATIVE.' THIS WOULD INCREASE DIVERGENCE. LCL E ISSUED 'ACR X TURN FURTHER R TO 020 DEGS.' AT WHICH POINT VERT SEPARATION WAS APPLIED. THE SUPVR ON DUTY LATER INFORMED ME HE HEARD ME ADVISE LCL E TO TURN ACR X L TO 140 DEGS. TO AVOID THIS IN THE FUTURE; CTLRS SHOULD APPLY THE SOP'S AS THEY WERE DESIGNED AND TRAINED TO DO.