Narrative:

I was captain and non-flying pilot during a night visual landing to runway 11. ATIS called VMC with ILS 22L and ILS 11 in use. We were told by new york approach to expect ILS 22L and were then given direct jarit... When we queried the routing we were then notified to expect ILS 11. Neither ATIS nor ATC made notification of lahso in use or else we would not have accepted ILS 11. We were cleared to land 11 with no lahso clearance given. The landing was uneventful and as we rolled-out we were given instruction by tower to turn left on taxiway P. We read back the instruction and at a slow taxi speed with all lights on; we could only make out one yellow lighted exit sign for P with an arrow pointing left. We were unable to determine the taxiway entrance as there was no lead-in line and the lighting was indistinguishable. As we taxied abeam the lighted exit sign it appeared that the taxiway was behind us and that the exit sign's location was nonstandard. I instructed the first officer to notify tower that we passed P and that we will need to take Z. Unable to make the radio call due to constant transmissions on frequency; we taxied up to and short of 22L when tower called a go-around for traffic on final for 22L and gave us instructions to exit on ee. On taxi in we were given a phone number to call for possible pilot deviation. I talked with the ATC manager and explained what had happened and I was notified that a go-around warning indication was activated and necessitated the go-around call. An investigation into the event will be conducted in the morning and my name and certificate number was recorded.

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Original NASA ASRS Text

Title: Air carrier flight crew reported difficulty identifying the proper taxi exit entrance during roll out on the active runway due to insufficient markings.

Narrative: I was Captain and non-flying pilot during a night visual landing to Runway 11. ATIS called VMC with ILS 22L and ILS 11 in use. We were told by New York Approach to expect ILS 22L and were then given direct JARIT... when we queried the routing we were then notified to expect ILS 11. Neither ATIS nor ATC made notification of LAHSO in use or else we would not have accepted ILS 11. We were cleared to land 11 with no LAHSO clearance given. The landing was uneventful and as we rolled-out we were given instruction by Tower to turn left on taxiway P. We read back the instruction and at a slow taxi speed with all lights on; we could only make out one yellow lighted exit sign for P with an arrow pointing left. We were unable to determine the taxiway entrance as there was no lead-in line and the lighting was indistinguishable. As we taxied abeam the lighted exit sign it appeared that the taxiway was behind us and that the exit sign's location was nonstandard. I instructed the First Officer to notify Tower that we passed P and that we will need to take Z. Unable to make the radio call due to constant transmissions on frequency; we taxied up to and short of 22L when Tower called a go-around for traffic on final for 22L and gave us instructions to exit on EE. On taxi in we were given a phone number to call for possible pilot deviation. I talked with the ATC manager and explained what had happened and I was notified that a go-around warning indication was activated and necessitated the go-around call. An investigation into the event will be conducted in the morning and my name and certificate number was recorded.

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.