Narrative:

We landed normally on runway 22L in jfk following a manual landing gear extension event. During the landing rollout we received a 'steering inoperative' caution; which was anticipated by the QRH checklist and noted. Winds were light and ground dry and I had excellent directional control with small differential brake and thrust inputs. I carefully exited at the end of the runway (taxiway J was closed for construction) on taxiway Z. The entire southeast end of runway 13R/31L was closed east of runway 22R/4L due to construction. We completed the after landing checklist and were instructed by tower to stay with him and hold short of 13R. I decided I could safely; if slowly; maneuver the airplane towards the terminal ramp area so as not to cause disruption to traffic landing and taxiing behind us.after completing the after landing checklist; the first officer briefly contacted (with my consent) jfk operations to verify gate assignment and notify them we would require a tow team to bring us in to the gate after arriving on the ramp. I continued to slowly taxi the aircraft on what I thought was a continuation of taxiway Z (there were construction barriers all around us and Z was closed north of the end of runway 13R/31L). When the first officer was done with his operations radio call; the tower reminded us of our hold short clearance as we realized I had inadvertently taxied onto the closed section (but used for taxi) of runway 13R/31L. The airport was departing traffic on 13R at the time. We were instructed to continue and make a right turn on taxiway Y and contact ground control without further comment. We were then given clearance to the terminal ramp; arriving without incident and were towed into our parking space.this unintentional clearance deviation could have been prevented had I reversed my decision to continue taxi without the nosewheel steering system. My concern for causing operational distress from stopping just clear of the runway overrode a more conservative approach to the situation. Also; had I insisted the first officer not contact operations for gate confirmation (a common practice); we would possibly not have missed the hold-short. My concentration on taxiing the aircraft with inoperative steering reduced my situational awareness of our route; although it was assigned through a construction area looked like a taxi-only surface. I do not believe; in this instance; that safety was truly compromised. In the future; should I have a similar situation; I would more strongly consider stopping for tow and have both pilots monitor taxi progress.

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Original NASA ASRS Text

Title: A CRJ Captain elected to taxi to his gate after landing despite a nosewheel steering failure. While doing so he failed to hold short of an intervening runway as cleared.

Narrative: We landed normally on Runway 22L in JFK following a manual landing gear extension event. During the landing rollout we received a 'Steering INOP' caution; which was anticipated by the QRH checklist and noted. Winds were light and ground dry and I had excellent directional control with small differential brake and thrust inputs. I carefully exited at the end of the runway (Taxiway J was closed for construction) on Taxiway Z. The entire southeast end of Runway 13R/31L was closed east of Runway 22R/4L due to construction. We completed the after landing checklist and were instructed by Tower to stay with him and hold short of 13R. I decided I could safely; if slowly; maneuver the airplane towards the terminal ramp area so as not to cause disruption to traffic landing and taxiing behind us.After completing the after landing checklist; the First Officer briefly contacted (with my consent) JFK Operations to verify gate assignment and notify them we would require a tow team to bring us in to the gate after arriving on the ramp. I continued to slowly taxi the aircraft on what I thought was a continuation of Taxiway Z (there were construction barriers all around us and Z was closed north of the end of Runway 13R/31L). When the First Officer was done with his operations radio call; the Tower reminded us of our hold short clearance as we realized I had inadvertently taxied onto the closed section (but used for taxi) of Runway 13R/31L. The airport was departing traffic on 13R at the time. We were instructed to continue and make a right turn on Taxiway Y and contact Ground Control without further comment. We were then given clearance to the terminal ramp; arriving without incident and were towed into our parking space.This unintentional clearance deviation could have been prevented had I reversed my decision to continue taxi without the nosewheel steering system. My concern for causing operational distress from stopping just clear of the runway overrode a more conservative approach to the situation. Also; had I insisted the First Officer not contact Operations for gate confirmation (a common practice); we would possibly not have missed the hold-short. My concentration on taxiing the aircraft with inoperative steering reduced my situational awareness of our route; although it was assigned through a construction area looked like a taxi-only surface. I do not believe; in this instance; that safety was truly compromised. In the future; should I have a similar situation; I would more strongly consider stopping for tow and have both pilots monitor taxi progress.

Data retrieved from NASA's ASRS site as of April 2012 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.