Narrative:

Landed runway 36L. We cleared at a high-speed turnoff. Tower instructed us to taxi via 'echo; zulu; hold short of runway 36R at zulu'; which we did. After several 36R departures; the tower controller gave us the following clearance: 'cross runway 36R; contact ground ...' which I read back. After crossing runway 36R; I switched radio frequency. At that moment; another aircraft was transmitting. After crossing runway 36R; our aircraft had some momentum. The ground controller told us 'turn left at foxtrot.' my initial reaction was to try to get the captain to slow and make what was now a hard turn at taxiway F. In doing so; I did not respond to the controller's instruction. With the speed that we were at; we were unable to make the left turn on taxiway F. The controller then instructed us to 'turn left onto taxiway golf;' which I read back and we did. He subsequently instructed us to turn right onto taxiway zulu; right turn at taxiway hy and hold short of taxiway Z; which we did. After 2 aircraft taxied westbound on zulu; we were instructed to turn left onto zulu and to contact east side ground control on top of taxiway zulu. When we made initial contact the controller provided taxi instructions to our east side gate and also a phone number for us to call after gate arrival. The captain made the phone call after we had deplaned at the gate.the closure of the Y bridge requires ATC to work out bidirectional flow on the Z bridge. When they stack airplanes up on the west side of runway 36R; they typically need an expeditious crossing to keep the runway clear for departures. While the tower controller did not specifically request that in this case; it's just what we typically do. We also understand that there is a difference between the clearance of 'cross runway 36 right at zulu; contact ground on top of zulu' and 'cross runway 36 right; contact ground.' the latter clearance implies that they do not want us to continue eastbound on taxiway Z. In this particular instance; we had no intention of 'climbing the bridge'; nor did we do so. We 'hustled' across runway 36R expecting further instructions from the west side ground controller. It just so happened that we were unable to comply with his initial instruction. My failure to immediately inform ATC of this was caused by my attempt to get the captain to comply with the instruction.if ATC is going to expect a left turn onto taxiway F after crossing runway 36R; the tower controller should state that in the clearance. It should sound something like 'air carrier X cross runway 36 right at zulu; turn left at foxtrot; contact ground.' that clearance is very specific and tells us exactly what they expect us to do. If ATC would prefer not to do this; some new set of 'standard taxi' instructions need to be developed and disseminated to flight crews. The captain was told during the phone conversation that we were the 3rd aircraft this morning to have done the same thing. Clearly; something needs to change.

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Original NASA ASRS Text

Title: Air Carrier First Officer reported failing to turn on to the assigned taxiway at DFW.

Narrative: Landed Runway 36L. We cleared at a high-speed turnoff. Tower instructed us to taxi via 'Echo; Zulu; Hold Short of Runway 36R at Zulu'; which we did. After several 36R departures; the Tower controller gave us the following clearance: 'Cross Runway 36R; contact ground ...' which I read back. After crossing Runway 36R; I switched radio frequency. At that moment; another aircraft was transmitting. After crossing Runway 36R; our aircraft had some momentum. The Ground Controller told us 'turn left at Foxtrot.' My initial reaction was to try to get the Captain to slow and make what was now a hard turn at taxiway F. In doing so; I did not respond to the controller's instruction. With the speed that we were at; we were unable to make the left turn on taxiway F. The controller then instructed us to 'turn left onto taxiway Golf;' which I read back and we did. He subsequently instructed us to turn right onto taxiway Zulu; right turn at taxiway HY and hold short of taxiway Z; which we did. After 2 aircraft taxied westbound on Zulu; we were instructed to turn left onto Zulu and to contact east side Ground Control on top of taxiway Zulu. When we made initial contact the controller provided taxi instructions to our East side gate and also a phone number for us to call after gate arrival. The Captain made the phone call after we had deplaned at the gate.The closure of the Y bridge requires ATC to work out bidirectional flow on the Z bridge. When they stack airplanes up on the west side of Runway 36R; they typically need an expeditious crossing to keep the Runway clear for departures. While the Tower controller did not specifically request that in this case; it's just what we typically do. We also understand that there is a difference between the clearance of 'Cross Runway 36 right at Zulu; contact ground on top of Zulu' and 'Cross Runway 36 Right; contact ground.' The latter clearance implies that they do NOT want us to continue eastbound on taxiway Z. In this particular instance; we had no intention of 'climbing the bridge'; nor did we do so. We 'hustled' across Runway 36R expecting further instructions from the west side ground controller. It just so happened that we were unable to comply with his initial instruction. My failure to immediately inform ATC of this was caused by my attempt to get the Captain to comply with the instruction.If ATC is going to expect a left turn onto taxiway F after crossing Runway 36R; the Tower Controller should state that in the clearance. It should sound something like 'Air Carrier X cross Runway 36 right at Zulu; turn left at Foxtrot; contact ground.' That clearance is very specific and tells us exactly what they expect us to do. If ATC would prefer not to do this; some new set of 'Standard Taxi' instructions need to be developed and disseminated to flight crews. The Captain was told during the phone conversation that we were the 3rd aircraft this morning to have done the same thing. Clearly; something needs to change.

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.