AN A320 FO REPORTS CAPT'S GO AROUND PROCEDURAL ERRORS AFTER AN ATC DIRECTED GAR. AFTER LNDG TAXI ERRORS WERE MADE. CREW CITES FATIGUE.

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AFTER A LENGTHY AND FATIGUING DUTY DAY DUE TO DELAYS WITH INITIAL DEP OUT OF ZZZ1 AND ALSO OUT OF ZZZ2; WE GOT TO A VISUAL PATTERN CLRNC FROM ZZZ1 TWR ON OUR FINAL LEG. WE WERE FOLLOWING A B747. EVERYTHING UP UNTIL SHORT FINAL HAD BEEN OK WITH ABOUT 3-4 MI SPACING ON THE PRECEDING HVY JET. DURING THE LNDG ROLLOUT; THE HVY JET FAILED TO CLR AT THE TWR REQUESTED TXWY; INSTEAD REMAINING ON THE RWY AND SLOWING HIS ROLLOUT CONSIDERABLY. WE WERE INSTRUCTED BY ZZZ1 TWR TO EXECUTE A GAR FROM ABOUT 500 FT RA. DURING THE GAR; THE PF (CAPT) EXCEEDED THE GAR ALT BY SEVERAL HUNDRED FT AND WAS SLOW TO CORRECT DESPITE SEVERAL WARNINGS BY THE PNF (FO) TO WATCH ALT AND CORRECT. ALSO; THE GAR SEQUENCE WAS NOT EXECUTED IN CORRECT SEQUENCE AS THE PF FORGOT TO REQUEST FLAP RETRACTION. AS THE PNF; I RETRACTED FLAPS ONE POS PER SOP PRIOR TO OVERSPEED. I LATER HAD TO MAKE SEVERAL ADVISEMENTS TO THE PF ABOUT APCHING THE FLAPS 3 DEGS OVERSPEED. AFTER CLRING THE RWY FROM LNDG; PF DID NOT COMPLY WITH THE GND CTLR'S TAXI INSTRUCTIONS AND FAILED TO HOLD SHORT OF 2 SEPARATE TXWYS. WE EVENTUALLY WERE ABLE TO GET A NEW TAXI ROUTING FROM GND AND PROCEEDED TO THE GATE WITHOUT FURTHER INCIDENT. I BELIEVE THE PROBS ENCOUNTERED WERE THE DIRECT RESULT OF A VERY LONG AND EXHAUSTIVE DUTY DAY. WE HAD A SIGNIFICANT DELAY BEFORE OUR FIRST DEP DUE TO A MAINT ISSUE; AND A SECOND EXTENSIVE DELAY DUE TO TFC FLOW OUT OF ZZZ2.