Narrative:

Landed runway 28 then cleared to taxi via black 7 hold short of 27L. Held short for landing traffic then cleared to cross 27L and hold short of 27R at sierra. I misinterpreted the hold short lines for 9R as the hold short line for 27R. I didn't fully clear 27L and came to a stop. I was then urgently told by tower to continue and clear 27L. There was another aircraft behind me and one on about 1.5 mile final for 27L. I realized my mistake and quickly cleared and held short of 27R. After being cleared to cross 27R and switch to ground we were told to call the tower after blocking in. I did so and was told by the tower that I had stopped without clearing an active runway with one aircraft following and another on final. I said I had mistakenly thought I was holding short of the second runway. He told me to be more careful and aware of position. I asked whether they were planning to file a report and was told they weren't. The cause of this incident was my misidentification of the reciprocal runway hold short line as the hold short line for the parallel runway 27R. Contributing factors were the layout of the runways and the indirect crossing route at sierra. Additionally crew communication and monitoring broke down between myself and the first officer (first officer) and we didn't catch the mistake prior to stopping. Multiple frequency changes and the need to reference several taxi charts for atl leads to heads down time for the first officer and detracts from his monitoring ability. I will give more attention to the threat of misidentification of runway marking in future briefs at airports with parallel runways such as atl. The ability to have own ship position displayed in real-time overplayed on the taxi chart could improve situational awareness and might have prevented this error.

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Original NASA ASRS Text

Title: CRJ Captain reported that they were confused where the stop line was for the adjacent runway at ATL.

Narrative: Landed runway 28 then cleared to taxi via Black 7 hold short of 27L. Held short for landing traffic then cleared to cross 27L and hold short of 27R at Sierra. I misinterpreted the hold short lines for 9R as the hold short line for 27R. I didn't fully clear 27L and came to a stop. I was then urgently told by tower to continue and clear 27L. There was another aircraft behind me and one on about 1.5 mile final for 27L. I realized my mistake and quickly cleared and held short of 27R. After being cleared to cross 27R and switch to ground we were told to call the tower after blocking in. I did so and was told by the tower that I had stopped without clearing an active runway with one aircraft following and another on final. I said I had mistakenly thought I was holding short of the second runway. He told me to be more careful and aware of position. I asked whether they were planning to file a report and was told they weren't. The cause of this incident was my misidentification of the reciprocal runway hold short line as the hold short line for the parallel runway 27R. Contributing factors were the layout of the runways and the indirect crossing route at Sierra. Additionally crew communication and monitoring broke down between myself and the First Officer (FO) and we didn't catch the mistake prior to stopping. Multiple frequency changes and the need to reference several taxi charts for ATL leads to heads down time for the FO and detracts from his monitoring ability. I will give more attention to the threat of misidentification of runway marking in future briefs at airports with parallel runways such as ATL. The ability to have own ship position displayed in real-time overplayed on the taxi chart could improve situational awareness and might have prevented this error.

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.