MEM CTLR EXPERIENCED OPERROR AT 2200 FT WHEN HE OR SHE FAILED TO RECOGNIZE DATA BLOCK INFO ON DEP ACFT FROM PARALLEL RWYS AND ISSUED A CONFLICTING TURN.

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IFR ACFT DEPARTING MEM ARE GIVEN THE MEM 7 DEP. IN THIS PARTICULAR CASE; BOTH ACFT RECEIVED IFR CLRNC THROUGH THE AUTOMATED PDC SYS. ACFT #1 SHOULD HAVE BEEN ON DEP FREQ 124.65 AND ACFT #2 ON 124.15. ACFT #1 DEPARTED RWY 18R ON AN ASSIGNED HDG FROM TWR OF 180 DEGS AND JUST AHEAD OF ACFT #2; WHO DEPARTED RWY 18L WITH AN ASSIGNED HDG OF 160 DEGS; 1 MI S OF THE MEM VOR. ACFT #1 CALLED E DEP (124.15) INSTEAD OF W DEP (124.65). USING THE CORRECT CALL SIGN FOR ACFT #1 WHILE THINKING I WAS TALKING TO ACFT #2; I ASSIGNED ACFT #1 A HDG OF 110 DEGS. THIS TOOK ACFT #1 ACROSS THE FLT PATH OF ACFT #2. WHEN IT WAS NOTICED THAT ACFT #1 HAD TURNED IN FRONT OF ACFT #2; ACFT #2 WAS ISSUED AN EBOUND TURN FOR TFC AVOIDANCE. IT WAS THEN THAT I REALIZED ACFT #1 WAS WITH ME INSTEAD OF W DEP. THIS FREQ SIT ROUTINELY COMES UP FOR ACFT DEPARTING WITH A S/SE DEP FIX DUE TO THE CONFUSING NATURE OF TRYING TO READ THE MEM 7 DEP SID. THE SID IS WRITTEN FOR JET/PROP ACFT AND FREQ ASSIGNMENT IS BASED ON FIRST FIX. THE DISCREPANCY IS FOR ACFT DEPARTING TO FIXES LOCATED SE OF MEMPHIS. JET ACFT ARE ASSIGNED 124.65 AND PROP/TURBOPROP ACFT ARE ASSIGNED 124.15. JET TFC ROUTINELY GET CONFUSED AND CALL ON 124.15. HAD ACFT #1 USED THE CORRECT FREQ; THIS SIT WOULD NOT HAVE OCCURRED. THE ONLY RESOLUTION I COULD SEE TO THIS ISSUE WOULD BE TO CREATE SEPARATE SID'S FOR JET AND PROPS. SUPPLEMENTAL INFO FROM ACN 676692: DEPARTED RWY 18R AT MEM; CHKED IN CLBING 1500 FT FOR 5000 FT; RWY HDG. WAS GIVEN A CLRNC TO FLY A 110 DEG HDG AND CLB TO 16000 FT. I READ BACK THE CLRNC. ON THE 110 DEG HDG; WE GOT A TFC ALERT AND THE CTLR GAVE THE OTHER ACFT A TURN. I HAD ACCIDENTALLY PUT IN THE WRONG FREQ FOR DEP; HOWEVER; ATC REFERRED TO US AND GAVE US INSTRUCTIONS USING OUR FLT NUMBER. I BELIEVE THAT ALTHOUGH HE REFERRED TO US USING OUR FLT NUMBER; HE THOUGHT WE WERE THE WDB TAKING OFF ON RWY 18L; AND GAVE US THEIR HDG AND ALT. IT DID CROSS MY MIND THAT IT WAS UNUSUAL THAT WE WOULD GE A HDG THAT WOULD CUT THROUGH THE DEP PATH FOR RWY 18L; HOWEVER; WE HAD SAT IN POS AND HOLD WHILE AN ACFT FROM RWY 18L FLEW ACROSS RWY 18R'S DEP PATH; SO I DISMISSED THE THOUGHT. OBVIOUSLY; THE PROB COULD HAVE BEEN AVOIDED; HAD I PUT IN THE RIGHT DEP FREQ; OR EVER QUERIED THE CTLR OF THE HDG HE HAD ASSIGNED US. FATIGUE MAY HAVE BEEN A FACTOR; AS IT WAS THE MIDDLE OF THE NIGHT AND WE HAD BEEN WORKING 3 NIGHTS.