Narrative:

Prior to landing in lrd we briefed landing on runway 17R and the taxi to the gate. We discussed how the terminal ramp was located on the east side of the airport and we would need to either turn left on taxiway D or at the end of the runway on F and cross two runways either way to get to the ramp.the first officer (first officer) was flying and landed on runway 17R by way of an ILS in visual conditions uneventfully. As we slowed; the tower directed us to turn left of D; cross runway 14 and 17L to the ramp. At this point I took control of the aircraft and the first officer read back the instructions to the tower. We turned left onto D and we both visually cleared and confirmed with each other that we were cleared to cross runway 14. As we crossed runway 14; I asked to first officer to confirm we were also cleared to cross runway 17L. It took the tower a minute to respond; at which time we came to a stop. The tower then confirmed that we were cleared to cross runway 17L as well. As we approached the intersection of D and runway 17L; the taxi line for D stopped going straight and made a 90 degree turn to the north and an angled turn to the right. With the crown of the runway I could not see if taxiway D did in fact continue straight ahead and it appeared to be just the runway edge and grass in front of us. I slowed the aircraft to creep and the first officer and I both tried to visually verify the correct direction to go. At this time the tower was continually talking to other aircraft; clearing them for landing. At this point I determined the safest thing to do was to follow the yellow taxi line that veered to the right. I was soon able to identify taxiway J by the signage and turned left onto J and then taxied to the gate via J and H. Reviewing the airport diagram we must have inadvertently turned onto runway 14 instead of continuing on D.potential threats that lead to this event are the confusing intersection of two runways and a taxiway along with the close proximity of a third runway; the lack of it being identified as a hot spot on the airport diagram; and the lack of the taxiway D yellow line continuing across runway 17L. The fact that this event was at night was a major contributing factor. Lastly; the tower being busy with other aircraft and unavailable for clarification of our location was also a factor.we should have briefed the complex intersection in more detail before landing. As a captain I should have also not continued taxing without being sure of my location and just waited on the tower to help us verify.

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Original NASA ASRS Text

Title: An air carrier crew landed on LRD Runway 17R and were cleared to exit at Taxiway D; cross Runways 14 and 17L to the ramp. When the Taxiway D centerline turned right the crew followed it because at night it appeared D ended at 17L and turned. They actually turned on Runway 14.

Narrative: Prior to landing in LRD we briefed landing on RWY 17R and the taxi to the gate. We discussed how the terminal ramp was located on the east side of the airport and we would need to either turn left on Taxiway D or at the end of the runway on F and cross two runways either way to get to the ramp.The First Officer (FO) was flying and landed on RWY 17R by way of an ILS in visual conditions uneventfully. As we slowed; the tower directed us to turn left of D; cross RWY 14 and 17L to the ramp. At this point I took control of the aircraft and the FO read back the instructions to the tower. We turned left onto D and we both visually cleared and confirmed with each other that we were cleared to cross RWY 14. As we crossed RWY 14; I asked to FO to confirm we were also cleared to cross RWY 17L. It took the tower a minute to respond; at which time we came to a stop. The tower then confirmed that we were cleared to cross RWY 17L as well. As we approached the intersection of D and RWY 17L; the taxi line for D stopped going straight and made a 90 degree turn to the North and an angled turn to the right. With the crown of the runway I could not see if taxiway D did in fact continue straight ahead and it appeared to be just the runway edge and grass in front of us. I slowed the aircraft to creep and the FO and I both tried to visually verify the correct direction to go. At this time the tower was continually talking to other aircraft; clearing them for landing. At this point I determined the safest thing to do was to follow the yellow taxi line that veered to the right. I was soon able to identify taxiway J by the signage and turned left onto J and then taxied to the gate via J and H. Reviewing the airport diagram we must have inadvertently turned onto RWY 14 instead of continuing on D.Potential threats that lead to this event are the confusing intersection of two runways and a taxiway along with the close proximity of a third runway; the lack of it being identified as a hot spot on the airport diagram; and the lack of the taxiway D yellow line continuing across runway 17L. The fact that this event was at night was a major contributing factor. Lastly; the tower being busy with other aircraft and unavailable for clarification of our location was also a factor.We should have briefed the complex intersection in more detail before landing. As a captain I should have also not continued taxing without being sure of my location and just waited on the tower to help us verify.

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.