Narrative:

On taxi out from the ramp, we were turned right on taxiway a to taxiway left, taxiway B and hold short of taxiway K on taxiway B. Air carrier Y, B1900, was blocking the taxiway left on taxiway B, but had ample room to move up in line to allow us to make our turn. Since I was told on ground that we were #26 or so, I started only 1 engine. The new smoother txwys have allowed us to save fuel as the bumps in the old pavement acted as chocks and single engine break-away power was too excessive and posed a damage problem to aircraft behind. I asked ground to have air carrier Y tighten up the line so I could keep up the momentum required to make the 180 degree turn. When air carrier Y started to move, I added thrust to begin the turn. As I intersected taxiway B on taxiway left, air carrier Y stopped 3 plane lengths short and disallowed me to complete the tight turn. At the intersection of taxiway gg, we were told to hold. I expected to go straight to hold short of runway 22 from that point, so I did not start the second engine. Taxi on taxiway B to hold short at taxiway F again put us behind the air carrier Y. Since that position is on the reverse oblique, seeing the approaching landing traffic is very difficult from the left seat. I expected to cross the active runway in tandem behind air carrier Y, as the first officer said that there was a big interval. Air carrier Y was slow to cross and we had to hold short for another slot. The slight uphill, no momentum, and greater taxi distance to cross from the non perpendicular hold position, put us at a disadvantage when told to expedite. A go around resulted by a company S80. We were still #10 on the other side and given the closing WX system. I asked to shut down.

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Original NASA ASRS Text

Title: MD80 CREW WAS UNABLE TO EXPEDITE CLRING THE RWY BECAUSE THEY WERE OPERATING ON 1 ENG AT LGA. AN ACFT ON FINAL HAD TO DO A GAR.

Narrative: ON TAXI OUT FROM THE RAMP, WE WERE TURNED R ON TXWY A TO TXWY L, TXWY B AND HOLD SHORT OF TXWY K ON TXWY B. ACR Y, B1900, WAS BLOCKING THE TXWY L ON TXWY B, BUT HAD AMPLE ROOM TO MOVE UP IN LINE TO ALLOW US TO MAKE OUR TURN. SINCE I WAS TOLD ON GND THAT WE WERE #26 OR SO, I STARTED ONLY 1 ENG. THE NEW SMOOTHER TXWYS HAVE ALLOWED US TO SAVE FUEL AS THE BUMPS IN THE OLD PAVEMENT ACTED AS CHOCKS AND SINGLE ENG BREAK-AWAY PWR WAS TOO EXCESSIVE AND POSED A DAMAGE PROB TO ACFT BEHIND. I ASKED GND TO HAVE ACR Y TIGHTEN UP THE LINE SO I COULD KEEP UP THE MOMENTUM REQUIRED TO MAKE THE 180 DEG TURN. WHEN ACR Y STARTED TO MOVE, I ADDED THRUST TO BEGIN THE TURN. AS I INTERSECTED TXWY B ON TXWY L, ACR Y STOPPED 3 PLANE LENGTHS SHORT AND DISALLOWED ME TO COMPLETE THE TIGHT TURN. AT THE INTXN OF TXWY GG, WE WERE TOLD TO HOLD. I EXPECTED TO GO STRAIGHT TO HOLD SHORT OF RWY 22 FROM THAT POINT, SO I DID NOT START THE SECOND ENG. TAXI ON TXWY B TO HOLD SHORT AT TXWY F AGAIN PUT US BEHIND THE ACR Y. SINCE THAT POS IS ON THE REVERSE OBLIQUE, SEEING THE APCHING LNDG TFC IS VERY DIFFICULT FROM THE L SEAT. I EXPECTED TO CROSS THE ACTIVE RWY IN TANDEM BEHIND ACR Y, AS THE FO SAID THAT THERE WAS A BIG INTERVAL. ACR Y WAS SLOW TO CROSS AND WE HAD TO HOLD SHORT FOR ANOTHER SLOT. THE SLIGHT UPHILL, NO MOMENTUM, AND GREATER TAXI DISTANCE TO CROSS FROM THE NON PERPENDICULAR HOLD POS, PUT US AT A DISADVANTAGE WHEN TOLD TO EXPEDITE. A GAR RESULTED BY A COMPANY S80. WE WERE STILL #10 ON THE OTHER SIDE AND GIVEN THE CLOSING WX SYS. I ASKED TO SHUT DOWN.

Data retrieved from NASA's ASRS site as of July 2007 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.