Narrative:

First officer called for pushback from gate xx. Ramp controller said 'cleared to push; aircraft X'. We expected to takeoff from runway 26L; and had briefed accordingly. So; first officer verified; 'should we expect the south complex?' ramp controller verified expect the south complex. After starting both engines; first officer calculated the data for runway 27R and we completed the departure plan.first officer called for taxi clearance. We were cleared to taxi to spot 4 south and call south ground. When he contacted south ground; the controller was surprised that we were contacting him; because company aircraft normally taxi out to the north; and said that we should be on the north side. After first officer explained that this was what ramp had instructed us to do; he cleared us to make a left on lima; hold short of L10; then call ramp. Another company aircraft came out on the south side also and he was given same routing behind us. First officer contacted ramp.controller was confused why we were there; took a couple of minutes to coordinate; told us to turn left on delta behind a rj; which was turning onto delta further north; and contact north ground at the end. I taxied north on delta; stopping short of taxiway F. When first officer contacted ground; controller was upset with us; and said we should have held short on G taxiway just east of our position. Initially; we did not find the somewhat obscure reference on the top right part of the 10-9 page which defines taxiway delta as a non-movement area. If our attention had been drawn to the fact that taxiway delta is a non-movement area; we would have remained within it until contacting ground. However; we did not find any direction to deviate off delta and turn onto golf. Company behind us was directed by ground to transition over to golf. First officer explained that we didn't receive that in our clearance. Controller came back and stated that is always part of the clearance. First officer explained that we don't normally taxi on that route; so we weren't familiar with that requirement. Controller said he needed to check. After several minutes; he told us to follow (other carrier) and taxi to the end of runway 26L.it seems that the original ramp controller gave us; and another company aircraft; directions that conflicted with the normal traffic flow. Due to the high volume of traffic; this disrupted flow through several controllers' areas and resulted in controllers sending us onto unfamiliar taxiways. Crews which normally operate in this area are familiar with its restrictions. We were unaware of these operating procedures and couldn't find any mention in our charts. All the atl ground and ramp controllers need to be in sync with one taxi plan. If controllers are going to deviate from the standard taxi routes in our charts; we need to have written guidance on what restrictions to expect when we are off the beaten path. Warnings about what controllers expect in this area would be helpful.

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Original NASA ASRS Text

Title: Air carrier flight crew reported receiving atypical taxi instructions from Ramp Control resulting in confusion at ATL airport.

Narrative: FO called for pushback from Gate XX. Ramp Controller said 'Cleared to push; Aircraft X'. We expected to takeoff from Runway 26L; and had briefed accordingly. So; FO verified; 'Should we expect the South Complex?' Ramp Controller verified expect the South Complex. After starting both engines; FO calculated the data for Runway 27R and we completed the Departure Plan.FO called for taxi clearance. We were cleared to taxi to Spot 4 South and call South Ground. When he contacted South Ground; the Controller was surprised that we were contacting him; because Company aircraft normally taxi out to the north; and said that we should be on the north side. After FO explained that this was what Ramp had instructed us to do; he cleared us to make a left on Lima; hold short of L10; then call Ramp. Another Company aircraft came out on the south side also and he was given same routing behind us. FO contacted Ramp.Controller was confused why we were there; took a couple of minutes to coordinate; told us to turn left on Delta behind a RJ; which was turning onto Delta further north; and contact North Ground at the end. I taxied north on Delta; stopping short of Taxiway F. When FO contacted Ground; Controller was upset with us; and said we should have held short on G Taxiway just east of our position. Initially; we did not find the somewhat obscure reference on the top right part of the 10-9 page which defines Taxiway Delta as a non-movement area. If our attention had been drawn to the fact that Taxiway Delta is a non-movement area; we would have remained within it until contacting Ground. However; we did not find any direction to deviate off Delta and turn onto Golf. Company behind us was directed by Ground to transition over to Golf. FO explained that we didn't receive that in our clearance. Controller came back and stated that is always part of the clearance. FO explained that we don't normally taxi on that route; so we weren't familiar with that requirement. Controller said he needed to check. After several minutes; he told us to follow (other carrier) and taxi to the end of Runway 26L.It seems that the original Ramp Controller gave us; and another Company aircraft; directions that conflicted with the normal traffic flow. Due to the high volume of traffic; this disrupted flow through several Controllers' areas and resulted in Controllers sending us onto unfamiliar Taxiways. Crews which normally operate in this area are familiar with its restrictions. We were unaware of these operating procedures and couldn't find any mention in our charts. All the ATL Ground and Ramp Controllers need to be in sync with one taxi plan. If Controllers are going to deviate from the standard taxi routes in our charts; we need to have written guidance on what restrictions to expect when we are off the beaten path. Warnings about what Controllers expect in this area would be helpful.

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.