Commercial Fixed Wing
Flight Crew Air Transport Pilot (ATP); Flight Crew Instrument; Flight Crew Multiengine
Communication Breakdown; Confusion; Situational Awareness
ATC Issue All Types; Conflict Ground Conflict; Less Severe; Ground Event / Encounter Other / Unknown
Airport; Human Factors; Procedure; Chart Or Publication
We landed on RWY 36L at CLT; gate assigned [gate]. We were taxiing through multiple ramp areas and frequencies and back to ground I to M; left on C; hold short of C10 and give way to landing traffic C10 high speed coming from right to left. As we approached C10 ATC (Air Traffic Control) queried if we were holding short of C10; we said we were. My FO (First Officer) had earlier reinforced the clearance to hold short of the intersection and I acknowledged. The landing traffic was exiting at C10 and decided they didn't have enough clearance to pass us. At no time did we cross C10; however if I were the Captain of the exiting aircraft during a high work load environment; I might have made the same decision. Because of the stalemate other landing traffic was forced to go around; and I was given a number to call the Tower. Which I believe was done at a very awkward time. We were given the clearance to enter ramp at C10 and contact ramp control. If I had a do over; I would have stopped even shorter of C10. We proceeded to [gate] with no incident.There was some initial confusion on my part from which direction the traffic was coming from. It's an awkward area to hold short on due to the reverse direction of the high speed at C10. It is a short high speed and the visual is quite limited from the left seat. Even the controller acknowledged that they never give this clearance to anything larger than an A321 due to small area concerned. We were switching frequencies between ramp and ground frequencies during a very congested time of operation. Plus the exiting aircraft we were to give way to were still on tower frequency and at no time did we hear their call sign on ground frequency.I would suggest some literature on the company -7 pages explaining this possible scenario during peak operations. I recommend a hot spot be created on the -9 pages explaining this as well. Another option; is to instruct landing traffic that are attempting to roll to C10 for easy gate entry during peak periods be instructed to exit right at D8. This procedure of having a taxiing Captain hold short of a reverse taxiway from my perspective is bound to cause repeated problems.
Flight Crew encountered confusing taxi instructions after landing.