Narrative:

We pushed back from the gate. After pushback and engine start; ground control cleared us to taxi to runway 17; via (taxiway) C6; runway 22; hold short of runway 12R. This is the normal taxi route for runway 17. What was definitely not normal was that shortly after entering runway 22; we noticed something on the far end of the runway. As we continued (slowly) southwest on runway 22; we gradually became aware that the 'something' in question was another airplane; a crj; on the same runway was we were; taxiing in the opposite direction; i.e. Directly towards us. (The crj did not have any taxi or landing lights turned on; so we couldn't immediately identify what it was). There ensued a few seconds of rapid discussions between me and the first officer until we were both satisfied that the other airplane was not moving fast and there did not seem to be a danger of collision -- even though the other airplane was also moving; i.e. Taxiing; on the runway directly towards us. This happened pretty much as we approached the hold short line for runway 12R. Because of the proximity of this hold short line; intersecting an active runway; once it was clear there would be no collision I focused my attention on holding short of runway 12R; and so did my first officer. Then we were cleared to cross 12R; turn right on west; and follow an airbus to runway 17. As we turned right on west; the crj was now pretty much in front of us; about maybe 100 - 200 ft on runway 22. Again; focused on following our taxi instructions (and maintaining adequate clearance with the airbus); we did not make any further radio transmissions at this time. The upshot of that is that we did not communicate to ATC our concerns (or at least my concern) about the presence of another aircraft; on a runway; heading directly towards us; albeit at taxi speeds. At no time did ATC tell us there would be another airplane on runway 22; or if they did; we missed that call. I consider this occurrence to be highly undesirable (two airplanes taxiing in opposite direction on the same piece of pavement; which happens to be a runway; and furthermore; while heading towards the intersection with an active runway.) the potential for complications is high. For example; the distraction caused by the other airplane could have led to an incursion by missing the hold short at 12R. Or; had the visibility had been less than optimal; it could have even led us to take evasive action for what could have been perceived as a collision threat; with the resulting potential for injury and/or damage to the airplane. As it was (daytime VFR with very good visibility) we initially could not identify the precise outlines of this object 10;000 ft away from us and I can tell you my hands on the thrust levers were definitely on a hair trigger for a second or two. I respectfully suggest that this practice not be allowed anywhere at any time; unless there is serious extenuating circumstances and then; only after both crews have been informed of; and acknowledge; the presence of the other aircraft..

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Original NASA ASRS Text

Title: An ERJ170 Captain reported his taxi clearance included a segment on Runway 22. After entering Runway 22 another aircraft was seen coming from the opposite direction with no notification by ATC about this aircraft.

Narrative: We pushed back from the gate. After pushback and engine start; Ground Control cleared us to taxi to Runway 17; via (Taxiway) C6; Runway 22; hold short of Runway 12R. This is the normal taxi route for Runway 17. What was definitely not normal was that shortly after entering Runway 22; we noticed something on the far end of the runway. As we continued (slowly) southwest on Runway 22; we gradually became aware that the 'something' in question was another airplane; a CRJ; on the same runway was we were; taxiing in the opposite direction; i.e. directly towards us. (The CRJ did not have any taxi or landing lights turned on; so we couldn't immediately identify what it was). There ensued a few seconds of rapid discussions between me and the First Officer until we were both satisfied that the other airplane was not moving fast and there did not seem to be a danger of collision -- even though the other airplane was also moving; i.e. taxiing; on the runway directly towards us. This happened pretty much as we approached the hold short line for Runway 12R. Because of the proximity of this hold short line; intersecting an active runway; once it was clear there would be no collision I focused my attention on holding short of Runway 12R; and so did my First Officer. Then we were cleared to cross 12R; turn right on W; and follow an Airbus to Runway 17. As we turned right on W; the CRJ was now pretty much in front of us; about maybe 100 - 200 FT on Runway 22. Again; focused on following our taxi instructions (and maintaining adequate clearance with the Airbus); we did not make any further radio transmissions at this time. The upshot of that is that we did not communicate to ATC our concerns (or at least my concern) about the presence of another aircraft; on a runway; heading directly towards us; albeit at taxi speeds. At no time did ATC tell us there would be another airplane on Runway 22; or if they did; we missed that call. I consider this occurrence to be highly undesirable (two airplanes taxiing in opposite direction on the same piece of pavement; which happens to be a runway; and furthermore; while heading towards the intersection with an active runway.) The potential for complications is high. For example; the distraction caused by the other airplane could have led to an incursion by missing the hold short at 12R. Or; had the visibility had been less than optimal; it could have even led us to take evasive action for what could have been perceived as a collision threat; with the resulting potential for injury and/or damage to the airplane. As it was (daytime VFR with very good visibility) we initially could not identify the precise outlines of this object 10;000 FT away from us and I can tell you my hands on the thrust levers were definitely on a hair trigger for a second or two. I respectfully suggest that this practice not be allowed anywhere at any time; unless there is serious extenuating circumstances and then; only after both crews have been informed of; and acknowledge; the presence of the other aircraft..

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.