Narrative:

We encountered a near miss on a taxiway. We received a late night reassignment to fly. There was a snow event in progress at the airport. We deiced at the gate; pushed back and then deiced the nose on the ramp. We taxied out behind another [aircraft] at the top of the ramp. Ground control instructions were to follow company to runway 22L. The previous [aircraft] had a head start on us out of the ramp and with engine spool up time and easy on power deep in ramp as well as slippery surfaces we were a bit behind the leading [aircraft]. Our taxiway was not plowed as well as the main taxiways. I was slow also because of some nose wheel skidding. The first officer was heads down for 4 pieces of take-off data and I was taxiing and heads up. I was looking ahead to see where previous [aircraft] was turning. We never heard nor ever responded to any hold for or give way to any other taxi traffic. I just did not see aircraft Y traveling east on the adjacent taxiway. The first officer luckily; fortunately; and professionally looked up just in time to see aircraft Y and called out 'whoa whoa' 3 or 4 times. I locked the brakes and stopped just feet from the other aircraft. It took 4 or 5 radio calls from us and the other aircraft Y to finally get ground to recognize and respond to us that we had a problem and needed assistance.we should have deiced slimed windows. Follow traffic instructions became difficult with separation from that traffic assigned runway was not listed on the ATIS as a take-off option. The assigned runway indicated a tail wind and runway condition wet 5 5 3. The taxi conflict was cross cockpit from the heads up taxi pilot. The first officer was heads down for 4 new pieces of needed take-off data. Frequency congestion and overload with multiple stepped on transmissions; similar call signs; ramp and gate occupied holds; etc; etc etc. We were unaware of a taxi conflict but I am also aware of the primary responsibility of see and avoid.

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Original NASA ASRS Text

Title: B737 flight crew reported ground conflict during taxi with another taxiing aircraft.

Narrative: We encountered a near miss on a taxiway. We received a late night reassignment to fly. There was a snow event in progress at the airport. We deiced at the gate; pushed back and then deiced the nose on the ramp. We taxied out behind another [aircraft] at the top of the ramp. Ground control instructions were to follow company to runway 22L. The previous [aircraft] had a head start on us out of the ramp and with engine spool up time and easy on power deep in ramp as well as slippery surfaces we were a bit behind the leading [aircraft]. Our taxiway was not plowed as well as the main taxiways. I was slow also because of some nose wheel skidding. The First Officer was heads down for 4 pieces of Take-off data and I was taxiing and heads up. I was looking ahead to see where previous [aircraft] was turning. We never heard nor ever responded to any hold for or give way to any other taxi traffic. I just did not see Aircraft Y traveling east on the adjacent taxiway. The First Officer luckily; fortunately; and professionally looked up just in time to see Aircraft Y and called out 'WHOA WHOA' 3 or 4 times. I locked the brakes and stopped just feet from the other aircraft. It took 4 or 5 radio calls from us and the other Aircraft Y to finally get ground to recognize and respond to us that we had a problem and needed assistance.We should have deiced slimed windows. Follow traffic instructions became difficult with separation from that traffic assigned runway was not listed on the ATIS as a take-off option. The assigned runway indicated a tail wind and runway condition wet 5 5 3. The taxi conflict was cross cockpit from the heads up taxi pilot. The First Officer was heads down for 4 new pieces of needed take-off data. Frequency congestion and overload with multiple stepped on transmissions; similar call signs; ramp and gate occupied holds; etc; etc etc. We were unaware of a taxi conflict but I am also aware of the primary responsibility of see and avoid.

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.