ORD TWR CTLR EXPERIENCES OPERROR WHEN FAILING TO REALIZE SAME HDG AUTHS WERE GIVEN TO 2 ADJACENT CTLRS.

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THE INCIDENT THAT OCCURRED WAS DUE TO A COORD ERROR INVOLVING ATC CTLRS. HAVING RELEASED 2 ADJACENT AIRSPACES TO 2 DIFFERENT CTLRS; THE ERROR OCCURRED WHEN BOTH CTLRS WERE ALLOWED TO HAVE THE SAME HDGS FOR DEPARTING PARALLEL RWYS WITH ONE ACFT DEPARTING RWY 32L (A HVY JET) AND THE SECOND DEPARTING 30 SECONDS LATER ON A PARALLEL RWY 32R. THE FASTER MOVING ACFT EVENTUALLY CAUGHT UP TO THE FIRST DEP OFF OF RWY 32L. AS THE COORDINATING CTLR; I GAVE UP BOTH SEPARATE AIRSPACES TO 2 DIFFERENT CTLRS NOT PUTTING TOGETHER THE FACT I GAVE THEM BOTH THE SAME HDG. DISTRS THAT EXISTED INCLUDED TRYING TO HELP GND CTL UNDERSTAND DEP RESTRS WHICH CLRLY THEY DIDN'T. THIS TIME SPENT HELPED TO DISTRACT FROM THE PRIMARY JOB OF COORDINATING WITH OTHER LCL CTLRS AS WELL AS ONE'S OWN BOARD. A LANDLINE WAS USED WITH ONE CTLR BUT NOT THE OTHER. HAVING THE LANDLINE USED MAY HAVE SIGNALED IN MY MIND THAT WOULD HAVE CONNECTED WITH THE OTHER LANDLINE COORD. GND CTL INCREASED THE LCL COORD NEEDLESSLY BY SENDING SPORADIC DEPS TO THE CLOSEST RWY INSTEAD OF THE MOST APPROPRIATE WITH THE LEAST COORD. THE MAIN LCL CTLR (MYSELF) COULD HAVE HAD ALL THE DEPS THAT WENT TO RWY 32R THEREBY LIMITING COORD. AS IT WAS; THE COORD KEPT GOING BACK AND FORTH AND FOR MORE THAN NORMAL JUST TO USE CONVENIENCE WHICH GOES AGAINST THE NORMAL ROUTINE. THE MISTAKE OCCURRED DURING POS RELIEF BRIEFINGS ON ALL 3 LCL POS INVOLVED. SOMETIMES IT WOULD BE BETTER FOR THE INCOMING CTLR TO OBSERVE FOR A MIN OR 2 TO MAKE THE TRANSITION SMOOTHER FOR THE NEW AND OLD CTLR. MORE EYES MEANS MORE POSSIBILITY OF CATCHING A MISTAKE OCCURRING DURING THE RELIEF BRIEFINGS.