Narrative:

I was working LC1 which has arrivals to runway 13L and arrivals to runway 22L. Aircraft a landed runway 13L and attempted to turn off at taxiway za which was closed due to the snow that had fallen 7 days ago. Taxiway za turnoff was broadcasted as closed on the current ATIS. I told aircraft a that that turnoff was closed and he had to go to the next one if able (taxiway east). Aircraft a did not move right away so I was forced to send the next arrival for runway 13L around; which was aircraft X.I looked up at saw that aircraft Z was airborne off runway 13R and was dipping his wings to turn left to a heading of 110. After seeing this I decided to turn the aircraft X to a 090 heading and climb to 2000 feet so he wouldn't be a factor for the wake from aircraft Z. At the time aircraft Y was about 3 miles out for runway 22L at around 1000 feet. The 090 heading I thought would have the aircraft X pass behind aircraft Y but aircraft Y was going 100 knots over the ground at the time so aircraft X may have passed over head at 2000 feet. I pointed out aircraft X to aircraft Y and I believe aircraft Y said he had him in sight. I did not have time to point out aircraft Z or aircraft Y to aircraft X because of the other traffic I was working at the time. I also felt aircraft X would be too busy in the cockpit to respond due to the recent go around instructions I issued. Aircraft a eventually cleared runway 13L and aircraft Y landed runway 22L without any issues. The other local controller turned aircraft Z back to a 155 heading so aircraft Z was not a factor for aircraft X.the biggest problem that caused the whole event was aircraft a trying to turnoff at a closed exit to their runway. Aircraft a had just rolled past the previous turnoff of DB; so I was about to give them instructions to exit at taxiway east when I noticed them turning at za. If the pilot had listened to the ATIS they would have known not to turn off at taxiway za and aircraft X would not have gone around. Also if the ponynj (port authority of ny and nj) had plowed all the turnoffs to all of their runways at any point in the 7 days since it lasted snowed; this runway exit would of been open and therefore not an issue for aircraft a to turnoff there. Also doing converging approaches without crda (converging runway display aid) is dangerous in the event of go arounds with departure headings that conflict with a straight out missed approach.

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Original NASA ASRS Text

Title: JFK Local Controller reported an aircraft turned to exit the runway at a closed and blocked intersection. The next arrival had to be sent around. In the go around the aircraft now became a conflict for two other aircraft. Eventually the go around traffic comes back and lands. Controller reported that he thought the Port Authority should have done a better job clearing the intersections from snow.

Narrative: I was working LC1 which has arrivals to runway 13L and arrivals to runway 22L. Aircraft A landed runway 13L and attempted to turn off at taxiway ZA which was closed due to the snow that had fallen 7 days ago. Taxiway ZA turnoff was broadcasted as closed on the current ATIS. I told Aircraft A that that turnoff was closed and he had to go to the next one if able (taxiway E). Aircraft A did not move right away so I was forced to send the next arrival for runway 13L around; which was Aircraft X.I looked up at saw that Aircraft Z was airborne off runway 13R and was dipping his wings to turn left to a heading of 110. After seeing this I decided to turn the Aircraft X to a 090 heading and climb to 2000 feet so he wouldn't be a factor for the wake from Aircraft Z. At the time Aircraft Y was about 3 miles out for runway 22L at around 1000 feet. The 090 heading I thought would have the Aircraft X pass behind Aircraft Y but Aircraft Y was going 100 knots over the ground at the time so Aircraft X may have passed over head at 2000 feet. I pointed out Aircraft X to Aircraft Y and I believe Aircraft Y said he had him in sight. I did not have time to point out Aircraft Z or Aircraft Y to Aircraft X because of the other traffic I was working at the time. I also felt Aircraft X would be too busy in the cockpit to respond due to the recent go around instructions I issued. Aircraft A eventually cleared runway 13L and Aircraft Y landed runway 22L without any issues. The other Local controller turned Aircraft Z back to a 155 heading so Aircraft Z was not a factor for Aircraft X.The biggest problem that caused the whole event was Aircraft A trying to turnoff at a closed exit to their runway. Aircraft A had just rolled past the previous turnoff of DB; so I was about to give them instructions to exit at Taxiway E when I noticed them turning at ZA. If the pilot had listened to the ATIS they would have known not to turn off at taxiway ZA and Aircraft X would not have gone around. Also if the PONYNJ (Port Authority of NY and NJ) had plowed all the turnoffs to all of their runways at any point in the 7 days since it lasted snowed; this runway exit would of been open and therefore not an issue for Aircraft A to turnoff there. Also doing converging approaches without CRDA (Converging Runway Display Aid) is dangerous in the event of go arounds with departure headings that conflict with a straight out missed approach.

Data retrieved from NASA's ASRS site and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.