EMB ERJ 170/175 ER/LR
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Situational Awareness; Communication Breakdown; Confusion
ATC Issue All Types; Deviation / Discrepancy - Procedural Clearance; Ground Incursion Taxiway
Air Traffic Control Issued Advisory / Alert; Flight Crew Requested ATC Assistance / Clarification
Chart Or Publication; Company Policy; Human Factors; Procedure; Airport
Upon crossing Runway 22L the Ground Controller issued us K hold short of K5. As we turned onto K; the First Officer switched to COMM 2 and called Ramp Control. Ramp Control cleared us to the gate so before reaching K5 I turned the aircraft off the taxiway and proceeded directly to the gate. As we were pulling in the Ground Controller got a hold of us and said we possibly have a pilot deviation and instructed us to give them a call. I parked and secured the aircraft and called the Ground Controller on the phone. They informed me that there is some confusion as to who has control of that area and since they did not give me direct instruction to switch frequencies I was in the wrong. They said that the aircraft on gate [x] had a pushback clearance and I possibly prevented them from pushing. I thought this was a bit curious because they were surrounded by deice trucks and were in the beginning process of getting deiced. In fact they weren't ready to push in until we had deplaned; boarded back up and also called for push approximately 25 minutes later. So there needs to be some uniformity as to when we can and should switch frequencies. It seems that each airport does things a little different. ZZZ1 never tells you to switch to Ramp they just assume you will approaching the ramp area. I'm very familiar with ZZZ and never had an issue where I'm abeam the gate and the Ground Controller hasn't assumed that I've switched to ramp. I always continue to monitor Ground even once I've established communications with the Ramp just in case they need to relay something to me. That's how I became aware of this situation. Never once did I pass K5 as I was instructed to hold short of. The Ramp Controller had cleared us in; and I was very vigilant to make sure we proceeded to the gate safely. Deice operations were happening in the pad; aircraft were parked at other gates with no beacons on and [another aircraft] was in the beginning process of getting deiced. So I felt it was safe to continue to the gate and follow [the] Marshaller's instructions until setting the brake. I think the North Ramp area needs to either be controlled solely by Ramp Control or completely by Ground Controllers. It creates confusion as to who to call and when; it seems one day it's ok to do something and the next its wrong. Clarification on this will be much appreciated.
EMB-175 Captain reported contacting Ramp Control for clearance into the ramp without receiving communication transfer from Tower Ground Control.