Narrative:

On the captain briefing; I briefed the expected taxi out via tango; yankee 22 left; on my efb (electronic flight bag) and drew the green line tango- yankee -4 right. I had 4R in my mind as the active; mostly because as we had taxied in; aircraft were departing 4R. I was looking at my ipad while I briefed and did not look at the first officer's (first officer) ipad where he had drawn the expected taxi route correctly.we pushed and were cleared onto tango. Push was completed with aircraft heading 310 and the nose wheel on the non-movement line. We were cleared to taxi giving way to an rj (regional jet) on T that was going to turn into the alley in front of us. Our brakes were set; we did not move at any point. I did not have the taxi light on. The rj did not turn and was proceeding quite rapidly toward us with his nose wheel on tango. It was clear to me that the rj was not going to stop. It appeared that our wings overlapped. I flashed my left runway turn off light at them and began calling on ground frequency for the rj on tango to stop. They stopped with their tail abeam our cockpit with 20 to 30 feet before our wings hit. It took about 40 minutes of coordination between us; company ramp crew; ground and city operations before they got us pushed back into the alley. Our ramp and I vetoed several of the city's plans on separating the aircraft. I don't think the city ops person understood the geometry of how the tail swings when the aircraft is turned; however; they were easy to work with and allowed us to do what we thought was safe. Ground was also very easy to work with. A couple of times during the event I was overloaded with communication and was able to successfully have the first officer take over the communications with the station even though he was new with no airline experience. Once cleared to taxi tango; yankee; 22 left; I was still in the 4R mindset. I looked at my highlighted taxi route; and as I approached yankee I turned the wrong way. Runway 31 right had aircraft parked on it and was not active; golf also had aircraft parked on it. I crossed 31 right without clearance and stopped on golf. The first officer realized the error before I did he had never been to mdw and just couldn't communicate quickly enough that I was turning the wrong way. No fault of his at all. Ground had us turn left on golf; left on papa and proceed to the correct runway.I will look across at the first officer and ensure we have the same shared mental model on the taxi. The incident with the rj was completed with no damage and I think I had a little let down or I relaxed a little bit happy that it was over with a good outcome. I should have rebriefed the taxi route; clearance; and departure prior to taxi since it had been a long time with a major distraction. I think if I had done so; we would have certainly caught my mindset that was locked into 4R. On reaching to 22L we stopped; set the brake; and rebriefed everything prior to departing.

Related reports:

Google
 

Original NASA ASRS Text

Title: B737 Captain; parked after push back with the brake set; reported a near ground collision with a Regional Jet taxiing in. Flashing runway turnoff lights and a call on ground control frequency by the reporter got the RJ to stop just in time. After the aircraft are separated a taxiway incursion occurs due to the Captain's misunderstanding of the runway in use for departure.

Narrative: On the Captain briefing; I briefed the expected taxi out via Tango; Yankee 22 Left; on my EFB (Electronic Flight Bag) and drew the green line Tango- Yankee -4 Right. I had 4R in my mind as the active; mostly because as we had taxied in; aircraft were departing 4R. I was looking at my iPad while I briefed and did not look at the F/O's (First Officer) iPad where he had drawn the expected taxi route correctly.We pushed and were cleared onto Tango. Push was completed with aircraft heading 310 and the nose wheel on the non-movement line. We were cleared to Taxi giving way to an RJ (Regional Jet) on T that was going to turn into the alley in front of us. Our brakes were set; we did not move at any point. I did not have the taxi light on. The RJ did not turn and was proceeding quite rapidly toward us with his nose wheel on Tango. It was clear to me that the RJ was not going to stop. It appeared that our wings overlapped. I flashed my left runway turn off light at them and began calling on Ground frequency for the RJ on tango to stop. They stopped with their tail abeam our cockpit with 20 to 30 feet before our wings hit. It took about 40 minutes of coordination between us; Company Ramp Crew; Ground and City Operations before they got us pushed back into the alley. Our Ramp and I vetoed several of the city's plans on separating the aircraft. I don't think the City Ops person understood the geometry of how the tail swings when the aircraft is turned; however; they were easy to work with and allowed us to do what we thought was safe. Ground was also very easy to work with. A couple of times during the event I was overloaded with communication and was able to successfully have the F/O take over the communications with the station even though he was new with no airline experience. Once cleared to taxi Tango; Yankee; 22 Left; I was still in the 4R mindset. I looked at my highlighted taxi route; and as I approached Yankee I turned the wrong way. Runway 31 Right had aircraft parked on it and was not active; Golf also had aircraft parked on it. I crossed 31 Right without Clearance and stopped on Golf. The First Officer realized the error before I did he had never been to MDW and just couldn't communicate quickly enough that I was turning the wrong way. No fault of his at all. Ground had us turn left on Golf; left on Papa and proceed to the correct runway.I will look across at the First Officer and ensure we have the same shared mental model on the taxi. The incident with the RJ was completed with no damage and I think I had a little let down or I relaxed a little bit happy that it was over with a good outcome. I should have rebriefed the taxi route; clearance; and departure prior to taxi since it had been a long time with a major distraction. I think if I had done so; we would have certainly caught my mindset that was locked into 4R. On reaching to 22L we stopped; set the brake; and rebriefed everything prior to departing.

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.