Narrative:

On landing rollout and after first officer xferred control to captain, mia tower cleared us to left turn (to exit runway), cross runway 8 and taxi to ramp. We attempted to turn off at taxiway L6, but saw barrels on taxiway, so we continued to taxiway L7, while hearing that air carrier Y was cleared for takeoff by tower (but not indicating which runway they were on). Approaching taxiway L7, we saw barrels on that taxiway also. So I, (first officer), advised tower that we were unable to turn there and asked for assistance. Tower instructed air carrier Y to cancel takeoff clearance. Our flight engineer said we needed to get off immediately and the captain went for the closed taxiway L7. Tower again requested air carrier Y to cancel takeoff clearance and instructed us to clear runway immediately. We did, exiting at taxiway L7, stopping prior to the barrels and clearing our tail just as the air carrier Y took off and cleared us by approximately 50 ft horizontal and 75 ft vertical. We were not sure when the air carrier Y was given the amendment to cancel their takeoff during their roll, but it may have been too late to stop in time and they may have had to continue the takeoff as the only safe option. They probably had to lift off early to avoid a possible incursion. If not for all 3 of our crew members actions and the actions of air carrier Y, we would have had an accident. There was no information given to us on taxiway closures by ATC, ATIS nor NOTAMS. If we had that, we could have rolled immediately to exit at an open taxiway. Also, we never left the runway prior to given the instruction to exit immediately -- which we did at the closed taxiway, indicated by the barrels. ATC should have not cleared the other aircraft to take off until we were off the runway. After this happened and during taxiing to ramp, tower asked the ground truck which txwys were blocked. I do not think tower knew either that those txwys were blocked.

Related reports:

Google
 

Original NASA ASRS Text

Title: B727 LNDG MIA EXPERIENCED CONFLICT WITH A DEP WHEN UNABLE TO EXIT RWY AS ATC DIRECTED.

Narrative: ON LNDG ROLLOUT AND AFTER FO XFERRED CTL TO CAPT, MIA TWR CLRED US TO L TURN (TO EXIT RWY), CROSS RWY 8 AND TAXI TO RAMP. WE ATTEMPTED TO TURN OFF AT TXWY L6, BUT SAW BARRELS ON TXWY, SO WE CONTINUED TO TXWY L7, WHILE HEARING THAT ACR Y WAS CLRED FOR TKOF BY TWR (BUT NOT INDICATING WHICH RWY THEY WERE ON). APCHING TXWY L7, WE SAW BARRELS ON THAT TXWY ALSO. SO I, (FO), ADVISED TWR THAT WE WERE UNABLE TO TURN THERE AND ASKED FOR ASSISTANCE. TWR INSTRUCTED ACR Y TO CANCEL TKOF CLRNC. OUR FE SAID WE NEEDED TO GET OFF IMMEDIATELY AND THE CAPT WENT FOR THE CLOSED TXWY L7. TWR AGAIN REQUESTED ACR Y TO CANCEL TKOF CLRNC AND INSTRUCTED US TO CLR RWY IMMEDIATELY. WE DID, EXITING AT TXWY L7, STOPPING PRIOR TO THE BARRELS AND CLRING OUR TAIL JUST AS THE ACR Y TOOK OFF AND CLRED US BY APPROX 50 FT HORIZ AND 75 FT VERT. WE WERE NOT SURE WHEN THE ACR Y WAS GIVEN THE AMENDMENT TO CANCEL THEIR TKOF DURING THEIR ROLL, BUT IT MAY HAVE BEEN TOO LATE TO STOP IN TIME AND THEY MAY HAVE HAD TO CONTINUE THE TKOF AS THE ONLY SAFE OPTION. THEY PROBABLY HAD TO LIFT OFF EARLY TO AVOID A POSSIBLE INCURSION. IF NOT FOR ALL 3 OF OUR CREW MEMBERS ACTIONS AND THE ACTIONS OF ACR Y, WE WOULD HAVE HAD AN ACCIDENT. THERE WAS NO INFO GIVEN TO US ON TXWY CLOSURES BY ATC, ATIS NOR NOTAMS. IF WE HAD THAT, WE COULD HAVE ROLLED IMMEDIATELY TO EXIT AT AN OPEN TXWY. ALSO, WE NEVER LEFT THE RWY PRIOR TO GIVEN THE INSTRUCTION TO EXIT IMMEDIATELY -- WHICH WE DID AT THE CLOSED TXWY, INDICATED BY THE BARRELS. ATC SHOULD HAVE NOT CLRED THE OTHER ACFT TO TAKE OFF UNTIL WE WERE OFF THE RWY. AFTER THIS HAPPENED AND DURING TAXIING TO RAMP, TWR ASKED THE GND TRUCK WHICH TXWYS WERE BLOCKED. I DO NOT THINK TWR KNEW EITHER THAT THOSE TXWYS WERE BLOCKED.

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.