Narrative:

Approaching 'taxiway B hold point' at about 1 KT ground speed, ground controller instructed us to taxi, 'without delay' across approach end of runway 4L, to hold short of runway 4R and to contact tower on (I don't recall frequency). I added maximum taxi thrust and we (relatively) slowly moved forward. As first officer was dialing the new frequency I heard, 'air carrier X stop.' (first officer changed frequency at that time) while at the same time observing an aircraft on approach for runway 4L and realizing we would not be able to clear the approach end before its arrival (too heavy, too slow). I immediately (and abruptly) stopped the aircraft short of the approach path as the first officer changed radio frequencys. The aircraft on approach performed a go around and once we reestablished communications we were instructed to continue our taxi. Neither ATC nor I engaged in any other communications about the incident (very busy radio traffic). I do not know who initiated the approach aircraft's go around. I do not know if the 'stop' was intended for us (same company). I believe it was intended for us and I believe the ground controller made the same calculation I did at about the same time, we would not clear the approach path before the approaching aircraft's arrival. I stopped the aircraft ensuring the approach path was clear, but may have therefore failed to comply with an ATC clearance.

Related reports:

Google
 

Original NASA ASRS Text

Title: A B737 FLT CREW IS CLRED ACROSS RWY 4L AT BOS. THE CAPT NOTICES AN ACFT ON FINAL AND STOPS THE ACFT. THE OTHER ACFT GOES AROUND.

Narrative: APCHING 'TXWY B HOLD POINT' AT ABOUT 1 KT GND SPD, GND CTLR INSTRUCTED US TO TAXI, 'WITHOUT DELAY' ACROSS APCH END OF RWY 4L, TO HOLD SHORT OF RWY 4R AND TO CONTACT TWR ON (I DON'T RECALL FREQ). I ADDED MAX TAXI THRUST AND WE (RELATIVELY) SLOWLY MOVED FORWARD. AS FO WAS DIALING THE NEW FREQ I HEARD, 'ACR X STOP.' (FO CHANGED FREQ AT THAT TIME) WHILE AT THE SAME TIME OBSERVING AN ACFT ON APCH FOR RWY 4L AND REALIZING WE WOULD NOT BE ABLE TO CLR THE APCH END BEFORE ITS ARR (TOO HVY, TOO SLOW). I IMMEDIATELY (AND ABRUPTLY) STOPPED THE ACFT SHORT OF THE APCH PATH AS THE FO CHANGED RADIO FREQS. THE ACFT ON APCH PERFORMED A GAR AND ONCE WE REESTABLISHED COMS WE WERE INSTRUCTED TO CONTINUE OUR TAXI. NEITHER ATC NOR I ENGAGED IN ANY OTHER COMS ABOUT THE INCIDENT (VERY BUSY RADIO TFC). I DO NOT KNOW WHO INITIATED THE APCH ACFT'S GAR. I DO NOT KNOW IF THE 'STOP' WAS INTENDED FOR US (SAME COMPANY). I BELIEVE IT WAS INTENDED FOR US AND I BELIEVE THE GND CTLR MADE THE SAME CALCULATION I DID AT ABOUT THE SAME TIME, WE WOULD NOT CLR THE APCH PATH BEFORE THE APCHING ACFT'S ARR. I STOPPED THE ACFT ENSURING THE APCH PATH WAS CLR, BUT MAY HAVE THEREFORE FAILED TO COMPLY WITH AN ATC CLRNC.

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.