Narrative:

While holding short of spot six on the ramp for a few minutes; we were cleared to the 'north line.' this is a transition point to another ramp control frequency. After passing the first spot; the first officer pointed out an outbound 767 approaching from our left side. The first officer's comment was; 'I don't think he's going to stop.' I agreed and slowed down. The 767 increased speed and headed two spots down which crossed our path. We were both on different frequencies; I was not informed of possible conflict. As we passed the next spot; we were surprised by a dhc-300 exiting runway at a faster than taxi speed. (They had just landed and turned off runway). We both (us and dhc) hit the brakes. As soon as the dhc saw us slow; they sped back up and proceeded in front of us on ramp (about 30 feet separation). After the dhc passed us they contacted ramp for clearance. I responded 'really guys?' the ramp controller knew it was us and said; 'I share your frustration guys.' while I am sure that we would not have collided; if the dhc had not been aggressive upon entrance it would have been unable to clear the runway. However; their unexpected and quick exit created a hazard on the (crowded) ramp. The clt ramp is a see and avoid environment with very little control. In the area where this event occurred; any aircraft could be on any of five different frequencies while occupying the same real estate. All three aircraft were technically legal and cleared...to cross the same spot at the same time. However; the dhc did cross the line without prior clearance. This is a regular occurrence. I have had to make abrupt stops on this ramp three times in less than 6 months due to poor communication and aircraft being on different frequencies. Problems: 1. FAA feels once the aircraft crosses the line it's not their problem. (Quote) 2. Flight crews think they are free to do as they will on the ramp since its (only) company control. There is no way the dhc crew would exit the ramp without clearance but obviously felt it was ok to enter. 3. Too many frequencies involved. Even controllers don't coordinate among themselves. They clear outbounds to the taxiways and inbounds to the gate. If a pilot does not follow instructions; no one on ramp knows how to react since they are commonly on a different frequency. Solutions: do not allow aircraft to exit runway unless there is enough room to coordinate upon exit. In other words; no right turns off runway 23 before B. Sanctions for flight crews who do not communicate; follow instructions or enter/exit without clearance. Meter pushes. Standardize taxi routes [and] fixed positions for frequency changes. A big part of the problem is crews contacting ramp out of order.

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Original NASA ASRS Text

Title: A CRJ900 Captain reported taxi anarchy on the CLT Ramp after aircraft exit ATC control toward parking and before they enter ATC control outbound.

Narrative: While holding short of spot six on the Ramp for a few minutes; we were cleared to the 'North Line.' This is a transition point to another Ramp Control frequency. After passing the first spot; the First Officer pointed out an outbound 767 approaching from our left side. The First Officer's comment was; 'I don't think he's going to stop.' I agreed and slowed down. The 767 increased speed and headed two spots down which crossed our path. We were both on different frequencies; I was not informed of possible conflict. As we passed the next spot; we were surprised by a DHC-300 exiting runway at a faster than taxi speed. (They had just landed and turned off runway). We both (us and DHC) hit the brakes. As soon as the DHC saw us slow; they sped back up and proceeded in front of us on ramp (about 30 feet separation). After the DHC passed us they contacted Ramp for clearance. I responded 'really guys?' The Ramp Controller knew it was us and said; 'I share your frustration guys.' While I am sure that we would not have collided; if the DHC had not been aggressive upon entrance it would have been unable to clear the runway. However; their unexpected and quick exit created a hazard on the (crowded) ramp. The CLT ramp is a see and avoid environment with very little control. In the area where this event occurred; any aircraft could be on any of five different frequencies while occupying the same real estate. All three aircraft were technically legal and cleared...to cross the same spot at the same time. However; the DHC did cross the line without prior clearance. This is a regular occurrence. I have had to make abrupt stops on this ramp three times in less than 6 months due to poor communication and aircraft being on different frequencies. Problems: 1. FAA feels once the aircraft crosses the line it's not their problem. (quote) 2. Flight crews think they are free to do as they will on the ramp since its (only) company control. There is no way the DHC crew would exit the ramp without clearance but obviously felt it was OK to enter. 3. Too many frequencies involved. Even controllers don't coordinate among themselves. They clear outbounds to the taxiways and inbounds to the gate. If a pilot does not follow instructions; no one on ramp knows how to react since they are commonly on a different frequency. Solutions: Do not allow aircraft to exit runway unless there is enough room to coordinate upon exit. In other words; no right turns off Runway 23 before B. Sanctions for flight crews who do not communicate; follow instructions or enter/exit without clearance. Meter pushes. Standardize taxi routes [and] fixed positions for frequency changes. A big part of the problem is crews contacting ramp out of order.

Data retrieved from NASA's ASRS site as of July 2013 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.