Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Communication Breakdown; Confusion; Other / Unknown
Conflict Ground Conflict; Critical
Flight Crew Became Reoriented; Flight Crew Took Evasive Action
Airport; Environment - Non Weather Related; Human Factors; Procedure
While at gate; our ground crew advised they were ready for push. We called ramp and asked for push clearance. Ramp advised we were cleared to push after an aircraft under tow was parked at gate. I advised our push crew of the clearance. We began our push within a minute or so. The tug driver pushed us back and stopped abeam gate. Where he stopped us; I did not feel comfortable attempting to make a very tight right turn to get out of the ally. Aircraft Y was parked on our right side; at about our 12:30-1:00 position. There was also airplanes parked at the gates on our left; as well as catering trucks; tugs; baggage carts; pedestrians and all sorts of other hazards in this very cramped and congested area.I advised the tug driver we would need to push further back; that I was not comfortable making that tight of a right turn; (I would have to power up to better than 40% power just to get forward momentum before I could commence the tight right turn; then worry about blowing stuff over behind me; not to mention not hitting Aircraft Y while turning). The tug driver advised me he couldn't go any further because of Aircraft Z that was pushing directly behind us. That was the first we heard of another aircraft pushing behind us. I called Ramp Control on the radio and asked who was behind us? The Ramp Controller advised they were not talking to Aircraft Z; that they were under the control of metering.From our position on the flight deck we could not see what was going on behind us and since that aircraft was given push clearance on a different frequency we couldn't hear them. This had the potential to become a real problem. Aircraft Z that was pushing went from behind us on our left and was pushed all the way around us; ending up on our right side; wing tip to wing tip with us; they were facing west and we were facing east. My First Officer said; 'whoa! Where did they come from?' When he noticed them off our right wingtip. We had no idea they were going to be there; nor were we expecting to see another aircraft within that proximity to us!Once Aircraft Z was stopped on our right side; our tug driver advised it was clear behind us and we pushed back a little further and stopped. After disconnect from the tug; the aircraft on our right moved under its own power and we had enough room to safely make a hard right turn approximately 150-160 degrees to get out of the alley and onto Taxiway RC.Please see the attached photos; the first one shows Aircraft Y parked on the ramp between RC and the ramp alley. Next to Aircraft Y; on its left is Aircraft Z that was pushed around us. The second picture shows a straight view into gate; you can see airplanes on the sides. This view shows the gauntlet we see going into and out of this gate during hours of darkness and reduced visibility. The last picture is of the terminal and gates on our left side; you can see how close the airplanes are as well as catering trucks and other equipment.It appears there was some confusion on the part of either the metering controller; the Aircraft Z flight deck crew or the Aircraft Z push crew? It sounded like the ramp controller we were talking to did not expect Aircraft Z to be where it was nor were we!The parking arrangement here is not very user friendly. It seems like an incident or accident waiting to happen (again). Maybe they should close the RC taxiway after a certain time at night and move those parked airplanes further south towards the closed RC taxiway; allowing airplanes more room to maneuver within this cramped; poorly lighted area. Also some surface markings would help tremendously.
Air carrier Captain reported that lack of communication between ramp and ground personnel during pushback resulted in a critical ground conflict.