Date: 201307
Local time of day: 1201-1800
Location: CYUL.Airport, PQ
Flight conditions: VMC
Light: Dusk
Aircraft: Commercial Fixed Wing
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Taxi
ATC / advisory: Tower CYUL
Aircraft component: Aero Charts
Component problem: Design
Reporter organization: Air Carrier
Reporter function: Captain; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Situational Awareness; Distraction; Confusion
Second reporter function: First Officer; Pilot Not Flying
Anomaly: Conflict Ground Conflict; Less Severe; Deviation / Discrepancy - Procedural Clearance; Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Runway
Detector: Person Air Traffic Control
When detected: Taxi
Result: Air Traffic Control Issued Advisory / Alert; Flight Crew Became Reoriented
Contributing factors: Airport; Chart Or Publication; Environment - Non Weather Related
Primary problem: Ambiguous

Narrative: After pushing; we taxied via the east line to hold short of Foxtrot. We were then cleared to taxi via Foxtrot to hold short of Runway 10/28 which is closed. Next we were told to proceed onto the runway and hold short of 6L. We were number 4 for departure as we taxied out; and as we turned the corner onto 10/28 we were third in line. This was a fairly short taxi; although they were using the departure runway to land as well so we had a couple of minutes longer than expected. As we moved up in line; to the point where I believed the aircraft in line in front of us had stopped we apparently went past the LAHSO hold line. We were just this point and still well short of the next taxiway Golf from which we would depart. We remained stopped some 350-400 feet from the active runway edge; and awaited clearance for takeoff. ATC at this point contacted us and said that we were past the hold short line; and told us to continue holding short. They then asked the aircraft on a visual approach if he would land; and he said that he would as he had in sight and there was no conflict. ATC then came back; and said that since we were past the line they had to break off their approach and come back around to land. We then were cleared into position and cleared for takeoff contacting Departure once airborne.Runway 10/28 is closed for an indefinite time period; but doesn't have standard signage or painted markings to show a hold short point for departures from 6L. The current 10-9 chart for Montreal shows 4 hot spots; but nothing regarding this area. There was nothing in the NOTAMs that would tell you anything about temporary use of the runway as a taxiway or non-standard markings. This is the first time that I have used 6L for departure using 10/28 as a taxiway; it seemed like this was more of a local knowledge. As were turned down the closed runway; the sun was almost directly in our line of sight since it was just going down to the horizon. This made it very difficult to see the thin single faded painted line that passed through the large white fixed distance markings for Runway 10. I was looking for more standard signage to the left and right to avoid looking directly into the sun; and in fact never saw the line until stopped beyond it and looking back down sun. At no point did [the First Officer] see the line either; until looking back down sun. We just unintentionally passed the intended stop line; the first time for me.I always take my time while taxing; to avoid just such situations; but I missed it this time. The thick French Quebec accent was hard for me to discern; so I shouldn't have moved at all once on the closed runway until certain of what ATC actually meant. They could have simply said to hold at the LAHSO for Runway 6L; instead of just hold short of 6L for departure from intersection Golf. You are expecting to see a normal marking much closer to the departure point. The company should provide guidance to flight crews on operations at airports where construction or temporary closures cause aircraft movements to be out of the norm.


Second narrative: The signage and ground markings could be made standard so that crews don't inadvertently taxi past this crucial point. Short of this; our airline might issue a memo/bulletin about the situation so that other crews don't make the same mistake. Perhaps make an addition to the 10-7 page in our [charts] pointing out this tricky taxi area? I recall about 7.5 years ago as a relatively new-hire (and my first flight into CYUL); we had a similar incursion on a different runway. The LAHSO clearance was vague and in English with a thick French accent (adding to our confusion); but even after we had taxied beyond the spot the Controller intended for us to stop; we were still unclear about how and where we had been led astray. Are Hold Short and LAHSO expectations different in CYUL than anywhere else in our system? Why are this airport's markings and signage so difficult to detect by pilots who don't ever have these problems elsewhere?

Second callback: The reporter believes that US flight crews expect the large dash and solid lines as Runway Hold Short lines. In this case; she and the very experienced Captain were not aware of a line on the runway; and certainly would not expect a thin; solid yellow line as a taxi constrain. After takeoff the crew reviewed the briefing packet and found no NOTAM regarding the closure of Runway 10/28 or the fact that it was being used as a taxiway.

Synopsis: An air carrier crew missed the CYUL Runway 06 LASHO line on Runway 10/28 because they did not recognize the thin yellow line as a LASHO line and also did not receive the NOTAM indicating Runway 10/28 was being used as a taxiway.