SCT CTLR DESCRIBED NEAR SEPARATION LOSS AT 9000 WITH LAX ARR AND ENROUTE TFC; ISSUED TURNS; BUT FAILED TO ISSUE TFC INFO.

Narrative

BUSY TFC ENRTE INTO LAX; BTWN LAX AND SAN; AND OFF SNA TO ALL POINTS. I WAS SEQUENCING A NUMBER OF LAX ARRS FROM SAN AND POINTS E. THE RJ WAS COMING IN ON THE LAX VISTA ARR DSNDING TO 12000 FT. THE E120 WAS IN CRUISE AT 9000 FT BTWN LAX AND SAN ON THE RTE. COMPLICATING FACTORS INCLUDED A SLOW CLBING P46T GOING TO 13000 FT THAT ONE ZLA SECTOR DID NOT POINT OUT TO ANOTHER SECTOR; WHICH CREATED AN ALMOST INSTANT CONFLICT WITH THE 12000 FT RJ LNDG LAX. I HAD TO TURN THE RJ ALMOST IMMEDIATELY TO AVOID CONFLICT WITH THE P46T. SINCE THE RJ WAS LAST IN LINE AND STILL MOVING FAST; I CHOSE TO DSND TO 8000 FT WITH A TURN TO THE W TO SET HIM UP FOR THE SEQUENCE. AT THE SAME TIME; SNA LAUNCHED AN ACR JET WITH A RTE CHANGE; BUT THEY HAD NOT ISSUED THE CORRECT ALTS AND HE TOOK THE WRONG FREQ SO HE CLBED TO 7000 FT NORDO IN THE MIDDLE OF MY ARR SEQUENCE WHICH WAS AT 8000 FT. HE WAS ROUGHLY 12 MI FROM THE ARPT WHEN 2-WAY WAS RESTORED AND PUT ON A VECTOR TO GET OUT OF THE WAY. AT THAT TIME; THE CTLR NEXT TO ME POINTED TO THE RJ AND SAID 'THAT'S NOT GOOD.' THE RJ WAS ON A COURSE THAT WOULD PASS NEAR THE E120 AND THEY WERE NEAR THE SAME ALT. I ISSUED IMMEDIATE TURNS TO THE RJ AND E120 TO ENSURE THAT THEY WERE FURTHER APART AND DID NOT ISSUE TFC BECAUSE THERE WAS NOT TIME TO DO SO. THEY WERE ABOUT 4 MI APART AT THE CLOSEST POINT; BUT IT COULD HAVE BEEN MUCH CLOSER HAD I NOT ACTED. I WAS RATTLED; BUT CONTINUED WORKING UNTIL I WAS RELIEVED. THERE WERE APPROX 8-11 ACFT ON FREQ AT THE TIME. COMPLICATING FACTORS INCLUDED THE MISTAKE BY SNA; THE NUMBER OF ACFT ON FREQ AND ON VARIED RTES; PLUS THE SLOW-CLBING TFC THAT WAS NOT ACCOUNTED FOR BY ZLA. BETTER HANDLING WOULD HAVE BEEN TO SLOW THE RJ AND LEAVE HIM AT 10000 FT UNTIL THE E120 PASSED OR CONTINUED HIS TRACK TOWARD SLI UNTIL I COULD TURN HIM SAFELY INTO THE SEQUENCE. I WOULD ALSO HAVE ASKED THE ZLA CTLR TO DSND THE RJ TO 14000 FT AND REQUESTED CTL.