Narrative:

During the takeoff roll on 16L in sea there were two aircraft down field. One was west of our runway and holding short. The other had just landed on 16R and was eastbound toward the terminal. While accelerating we heard the tower clear an aircraft to 'cross 16L'. Unsure of which aircraft was cleared to cross and either one would have encroached on runway 16L while we were in the takeoff phase. Initiated rejected takeoff and cleared at 'north' taxiway.rejecting the takeoff was the choice because hesitating to see if one of the aircraft was going to refuse the crossing clearance or the tower was going to realize the conflict existed and then rescind the crossing clearance put us in a tenuous position. An abort farther down the runway with greater ground speed and less room to stop would have been a very dynamic event.max IAS was about 120 when the procedure was initiated. Throttles were closed and reverse was initiated. Rejected takeoff brakes came on and the aircraft was slowing so as not to be a conflict with the first aircraft that posed a threat. I didn't check the engine gauges for indications but sensed the engines were producing reverse thrust and were not needed for very long. I knocked off the rejected takeoff brakes by applying brake pedal pressure and eased up on the braking forces. Reverse thrust was also reduced. Tower cleared us to exit 16L at 'mike' but I chose 'november' which matched up better with the deceleration rate that I had established.

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Original NASA ASRS Text

Title: A B767 flight crew rejected their takeoff on Runway 16L in SEA when one of two aircraft approaching the runway; both of which were potential collision hazards; was cleared to cross.

Narrative: During the takeoff roll on 16L in SEA there were two aircraft down field. One was west of our runway and holding short. The other had just landed on 16R and was eastbound toward the terminal. While accelerating we heard the Tower clear an aircraft to 'cross 16L'. Unsure of which aircraft was cleared to cross and either one would have encroached on Runway 16L while we were in the takeoff phase. Initiated rejected takeoff and cleared at 'N' Taxiway.Rejecting the takeoff was the choice because hesitating to see if one of the aircraft was going to refuse the crossing clearance or the Tower was going to realize the conflict existed and then rescind the crossing clearance put us in a tenuous position. An abort farther down the runway with greater ground speed and less room to stop would have been a very dynamic event.Max IAS was about 120 when the procedure was initiated. Throttles were closed and reverse was initiated. Rejected takeoff brakes came on and the aircraft was slowing so as not to be a conflict with the first aircraft that posed a threat. I didn't check the engine gauges for indications but sensed the engines were producing reverse thrust and were not needed for very long. I knocked off the rejected takeoff brakes by applying brake pedal pressure and eased up on the braking forces. Reverse thrust was also reduced. Tower cleared us to exit 16L at 'Mike' but I chose 'November' which matched up better with the deceleration rate that I had established.

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.