Medium Transport
Flight Crew Air Transport Pilot (ATP)
Flight Crew Type 180
Situational Awareness; Distraction; Communication Breakdown; Confusion
ATC Issue All Types; Conflict Ground Conflict; Critical; Flight Deck / Cabin / Aircraft Event Other / Unknown
Flight Crew Became Reoriented; Flight Crew Returned To Clearance; Flight Crew Took Evasive Action
Human Factors; Procedure
After landing on runway 27R we were directed by ATC to wait for a gate at the T-pad east of runway 15 approach end. We waited 45 minutes for the gate to open and then were cleared via Taxiways T - H - J - J1- B. we were told that at B - A10 there would be [an aircraft] exiting the Ramp; if the aircraft was still there; we could 'double back' to make our gate. We were looking at the distance and both called out the [aircraft exiting the ramp] which we determined would be out and not a factor. As we were looking for the aircraft ATC pointed out to us and passing the B-A7 intersection (south towards A10) an E145 was quickly approaching from the left; I saw 'something' in my peripheral vision and when I turned to look; the Captain in the jump seat that day was already tapping the PF on the shoulder alerting him of the approaching aircraft. The PF immediately stepped on the brakes as the E145 overtook us on B -and to our opinion was that the E145 never even noticed us traveling south and cleared ahead of them.I believe this was a close call due to the speed at which the E145 was moving; they would not have had the opportunity to stop. Our speed allowed for an uneventful; albeit heart pounding; stop. I am doubtful any passengers sensed anything nor the two FAs. Aircraft merging into B from A5-A7 seem to pose a danger for aircraft on taxiway B. We briefed the Hot Spots and in my notes I further detailed them for my attention. This point on B however; will get special consideration from me in the future. I have issues with the 'listen and do' policy at ORD (if it is an official policy?); how do they know that everyone has understood their clearances as intended by ATC? The system there seems to be relying heavily on the experience level of the airmen operating there. I can only assume the E145 was following what they understood to be their clearance; though taxiing WAY too fast I might add. We were surely following our clearance. This area needs to be denoted as a Hot Spot. ORD needs to start listening for read-backs. ATC needs to monitor Taxi speeds.
Upon landing we were issued a wait time for our gate. We sat in the 'Tango Pad' off the T taxiway at ORD. When our gate opened up we received taxi instructions from the ground controller (T; J2; J; B; A10; gate). As we were taxing on the taxiway 'J'; we began to approach the intersection where taxiway 'J' and 'B' merge. Just prior to that; the FO and I were referencing the outbound traffic that was parked at our gate previously assigned. I became fixated on that aircraft as we approached the intersection. Just then; our jump seater tapped me on the shoulder and pointed out a converging aircraft on my left hand side. I immediately applied heavy breaking to slow the aircraft and prevent it from striking the other aircraft. It was an E145. We never received any 'give way' instructions from the controller. After the aircraft passed in front of us; we continued to the gate uneventfully. The area where taxiway J and B merge should be a spot of awareness or 'hot spot' listed on the 10-9 page. Especially during times where 'west flow' is in effect. It is in close proximity to the 'penalty box'; and any aircraft exiting that might come into conflict with aircraft on taxiway J. Also; better CRM should have been used by both crew members.
Air carrier flight crew reported almost colliding with another aircraft while taxiing.