Narrative:

The runway was sighted at about 1500 ft MSL (also AGL) about 5 mi from the end. Approach and touchdown were normal; on speed and touchdown well within the touchdown zone. On the initial approach brief; discussion centered on which runway; (runway 8L or runway 4R) would be used. About 10 mins from landing; approach control advised us to expect runway 4R. The captain and I agreed that I would attempt to be ready for a turnoff at taxiway K; if approved by the tower; otherwise a roll to the end of runway 4R would be executed. An aircraft was approximately 6 mi behind us on the same approach (runway 4R); and so there was anticipation that the tower would expect us to clear the runway expeditiously. A few seconds after touchdown; the tower asked if we could make the turnoff at taxiway K and hold short of runway 8L. The PNF advised that 'yes we could.' no extreme braking or other action was required to make this turn; as we had anticipated this action. We made the turn and I xferred control to the captain. At the point of turnoff on taxiway K; the hold short lines for runway 9L and runway 4L overlap the hold short lines for runway 4R; in a flattened X pattern. If an aircraft holds short of the one runway; the aircraft not clear of the hold short line for any other runways. If an aircraft is holding short of runway 8L or runway 4L; the aircraft; by definition of the taxiway hold short lines confign is still not clear of the hold short line of runway 4R. In fact; there is no space at all between the hold short lines for the 2 runways in question (with the very small exception of the at the edges of the taxiway). I checked of the actual paint markings; with the help of google earth; and these indicate that when the photo of hnl was taken; the hold short lines for the various runways in question do not cross. But the age of the photo is unknown; and I clearly remember the hold short lines crossing each other. Knowing that we had an aircraft behind us on the approach; we rolled to the hold short line and were immediately aware that we had not cleared the runway. For both of us; this put us in a contradictory position. We needed to clear runway 4R but could not because we also needed to hold short of runway 8L. We pulled forward of both hold short lines; not quite to the edge of runway 8L. The tower told us 'XXX; hold short of runway 8L.' we stopped just short of the runway 8L pavement. An aircraft landed on runway 8L; stopped and turned off at about taxiway north; so far away from us that we could not tell where this aircraft turned off. The closest the 2 aircraft came to each other was perhaps 5000 ft. We were then cleared to the gate; to remain on tower frequency; without any further incident or comment. This turnoff; with its proximity to 2 other runways; is a mess. Since taxiway K is a natural place to make a turn from runway 4R to the gates; a very prominent note should be placed on the taxi chart with the words; 'landing runway 4R with a tower approved turnoff at taxiway K; aircraft should expect to hold short of runway 8L or runway 4L and not clear the hold short line of runway 4R.' a blow-up diagram of this point on taxiway K could be easily placed in lower left corner of this taxiway chart. Supplemental information from acn 691602: I turned off and queried the first officer to verify we were to hold short of runway 8L with the ground controller. He did so and read back the hold short. I was stopping; then the first officer advised that we were at runway 4L; no 8L; so I began moving. Ground saw our movement and repeated the hold short of runway 8L clearance. I stopped. The nosewheel was over the hold short line; but the aircraft nose was not over the white runway edge line. No problems or safety issues resulted from this. Both the first officer and myself had briefed the taxi chart prior to landing; but both of us got confused as to what we were looking at from the cockpit when exiting on taxiway K. At night; the intersection of two runways and a taxiway were confusing. This is probably why this taxiway requires specific approval from tower to use and is not considered a high speed turnoff. Callback conversation with reporter revealed the following information: the reporter indicated that he had not been into hnl prior to this landing. He felt that the aircraft arriving behind their aircraft causing the flight crew to be anxious with regard to the tower's request for taxiway K and to hold short of runway 8L for departing traffic. The reporter noted a depiction (picture) of the hold short lines at taxiway K would have made it easier for the flight crew to understand the clearance.

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Original NASA ASRS Text

Title: A B767-300 FLT CREW; UPON LNDG RWY 4L AT HNL; IS QUERIED BY THE TWR IF THEY CAN TURN OFF AT TXWY K. FLT CREW RESPONDS AFFIRMATIVE AND IS TOLD TO HOLD SHORT RWY 8L AT TXWY K. FLT CREW ACKNOWLEDGE AND STOP SHORT OF RWY 8L. FLT CREW RPTS THEY WERE CONFUSED WITH THE HOLD SHORT LINES ON TXWY K BTWN RWY 8L AND RWY 4L AND WITH NIGHTTIME WITH A WET RWY; THE LINES WERE DIFFICULT TO DISTINGUISH.

Narrative: THE RWY WAS SIGHTED AT ABOUT 1500 FT MSL (ALSO AGL) ABOUT 5 MI FROM THE END. APCH AND TOUCHDOWN WERE NORMAL; ON SPD AND TOUCHDOWN WELL WITHIN THE TOUCHDOWN ZONE. ON THE INITIAL APCH BRIEF; DISCUSSION CTRED ON WHICH RWY; (RWY 8L OR RWY 4R) WOULD BE USED. ABOUT 10 MINS FROM LNDG; APCH CTL ADVISED US TO EXPECT RWY 4R. THE CAPT AND I AGREED THAT I WOULD ATTEMPT TO BE READY FOR A TURNOFF AT TXWY K; IF APPROVED BY THE TWR; OTHERWISE A ROLL TO THE END OF RWY 4R WOULD BE EXECUTED. AN ACFT WAS APPROX 6 MI BEHIND US ON THE SAME APCH (RWY 4R); AND SO THERE WAS ANTICIPATION THAT THE TWR WOULD EXPECT US TO CLR THE RWY EXPEDITIOUSLY. A FEW SECONDS AFTER TOUCHDOWN; THE TWR ASKED IF WE COULD MAKE THE TURNOFF AT TXWY K AND HOLD SHORT OF RWY 8L. THE PNF ADVISED THAT 'YES WE COULD.' NO EXTREME BRAKING OR OTHER ACTION WAS REQUIRED TO MAKE THIS TURN; AS WE HAD ANTICIPATED THIS ACTION. WE MADE THE TURN AND I XFERRED CTL TO THE CAPT. AT THE POINT OF TURNOFF ON TXWY K; THE HOLD SHORT LINES FOR RWY 9L AND RWY 4L OVERLAP THE HOLD SHORT LINES FOR RWY 4R; IN A FLATTENED X PATTERN. IF AN ACFT HOLDS SHORT OF THE ONE RWY; THE ACFT NOT CLR OF THE HOLD SHORT LINE FOR ANY OTHER RWYS. IF AN ACFT IS HOLDING SHORT OF RWY 8L OR RWY 4L; THE ACFT; BY DEFINITION OF THE TXWY HOLD SHORT LINES CONFIGN IS STILL NOT CLR OF THE HOLD SHORT LINE OF RWY 4R. IN FACT; THERE IS NO SPACE AT ALL BTWN THE HOLD SHORT LINES FOR THE 2 RWYS IN QUESTION (WITH THE VERY SMALL EXCEPTION OF THE AT THE EDGES OF THE TXWY). I CHKED OF THE ACTUAL PAINT MARKINGS; WITH THE HELP OF GOOGLE EARTH; AND THESE INDICATE THAT WHEN THE PHOTO OF HNL WAS TAKEN; THE HOLD SHORT LINES FOR THE VARIOUS RWYS IN QUESTION DO NOT CROSS. BUT THE AGE OF THE PHOTO IS UNKNOWN; AND I CLRLY REMEMBER THE HOLD SHORT LINES XING EACH OTHER. KNOWING THAT WE HAD AN ACFT BEHIND US ON THE APCH; WE ROLLED TO THE HOLD SHORT LINE AND WERE IMMEDIATELY AWARE THAT WE HAD NOT CLRED THE RWY. FOR BOTH OF US; THIS PUT US IN A CONTRADICTORY POS. WE NEEDED TO CLR RWY 4R BUT COULD NOT BECAUSE WE ALSO NEEDED TO HOLD SHORT OF RWY 8L. WE PULLED FORWARD OF BOTH HOLD SHORT LINES; NOT QUITE TO THE EDGE OF RWY 8L. THE TWR TOLD US 'XXX; HOLD SHORT OF RWY 8L.' WE STOPPED JUST SHORT OF THE RWY 8L PAVEMENT. AN ACFT LANDED ON RWY 8L; STOPPED AND TURNED OFF AT ABOUT TXWY N; SO FAR AWAY FROM US THAT WE COULD NOT TELL WHERE THIS ACFT TURNED OFF. THE CLOSEST THE 2 ACFT CAME TO EACH OTHER WAS PERHAPS 5000 FT. WE WERE THEN CLRED TO THE GATE; TO REMAIN ON TWR FREQ; WITHOUT ANY FURTHER INCIDENT OR COMMENT. THIS TURNOFF; WITH ITS PROX TO 2 OTHER RWYS; IS A MESS. SINCE TXWY K IS A NATURAL PLACE TO MAKE A TURN FROM RWY 4R TO THE GATES; A VERY PROMINENT NOTE SHOULD BE PLACED ON THE TAXI CHART WITH THE WORDS; 'LNDG RWY 4R WITH A TWR APPROVED TURNOFF AT TXWY K; ACFT SHOULD EXPECT TO HOLD SHORT OF RWY 8L OR RWY 4L AND NOT CLR THE HOLD SHORT LINE OF RWY 4R.' A BLOW-UP DIAGRAM OF THIS POINT ON TXWY K COULD BE EASILY PLACED IN LOWER L CORNER OF THIS TXWY CHART. SUPPLEMENTAL INFO FROM ACN 691602: I TURNED OFF AND QUERIED THE FO TO VERIFY WE WERE TO HOLD SHORT OF RWY 8L WITH THE GND CTLR. HE DID SO AND READ BACK THE HOLD SHORT. I WAS STOPPING; THEN THE FO ADVISED THAT WE WERE AT RWY 4L; NO 8L; SO I BEGAN MOVING. GND SAW OUR MOVEMENT AND REPEATED THE HOLD SHORT OF RWY 8L CLRNC. I STOPPED. THE NOSEWHEEL WAS OVER THE HOLD SHORT LINE; BUT THE ACFT NOSE WAS NOT OVER THE WHITE RWY EDGE LINE. NO PROBS OR SAFETY ISSUES RESULTED FROM THIS. BOTH THE FO AND MYSELF HAD BRIEFED THE TAXI CHART PRIOR TO LNDG; BUT BOTH OF US GOT CONFUSED AS TO WHAT WE WERE LOOKING AT FROM THE COCKPIT WHEN EXITING ON TXWY K. AT NIGHT; THE INTXN OF TWO RWYS AND A TXWY WERE CONFUSING. THIS IS PROBABLY WHY THIS TXWY REQUIRES SPECIFIC APPROVAL FROM TWR TO USE AND IS NOT CONSIDERED A HIGH SPEED TURNOFF. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR INDICATED THAT HE HAD NOT BEEN INTO HNL PRIOR TO THIS LNDG. HE FELT THAT THE ACFT ARRIVING BEHIND THEIR ACFT CAUSING THE FLT CREW TO BE ANXIOUS WITH REGARD TO THE TWR'S REQUEST FOR TXWY K AND TO HOLD SHORT OF RWY 8L FOR DEPARTING TFC. THE RPTR NOTED A DEPICTION (PICTURE) OF THE HOLD SHORT LINES AT TXWY K WOULD HAVE MADE IT EASIER FOR THE FLT CREW TO UNDERSTAND THE CLRNC.

Data retrieved from NASA's ASRS site as of January 2009 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.