Date: 201704
Local time of day: 0601-1200
Location: SFO.Airport, CA
Flight conditions: VMC
Light: Daylight
Aircraft: Large Transport; Low Wing; 2 Turbojet Eng
Operator: Air Carrier
Operating under: Part 121
Flight plan: IFR
Mission: Passenger
Flight phase: Takeoff / Launch
ATC / advisory: Tower SFO
Reporter organization: Air Carrier
Reporter function: First Officer; Pilot Not Flying
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown; Time Pressure
Second reporter function: Pilot Flying; Captain
Anomaly: Deviation / Discrepancy - Procedural Clearance
Detector: Automation Air Traffic Control; Person Air Traffic Control
When detected: In-flight
Result: Air Traffic Control Issued New Clearance; Flight Crew Rejected Takeoff
Contributing factors: Airport; Human Factors; Procedure
Primary problem: Human Factors

Narrative: We arrived at the airplane approximately 45 minutes before departure. Preflight was normal; and I set up the FMC and got performance for 1L; per our flight plan. We didn't get the clearance as normal; instead got a message to the effect that we needed to contact clearance manually due to the closed runway; 28L. I called and was asked if we could accept 1R instead of 28R; 28R was not what we had planned; and since 1R was longer; we accepted that. We reprogrammed the FMC and got performance for 1R. As we were getting ready for push; we got a message from the station manager asking when we were going to push and what the delay was. After pushing the Captain replied to it. We taxied out to 1R; and switched to Tower at the sign where A taxiway curves toward the runway. We were behind small jet whose pilot had some slight difficulty with the clearances. I believe the controller gave him each clearance 2-3 times. After he took off; we were cleared to line up and wait 1R and did so. The previous aircraft was told to contact departure. He didn't switch frequencies; and tower gave him the frequency again and switched him. As we were holding in position the controller gave us a new departure frequency; (which was the same as the charted one we had set in the radios?); which I acknowledged. Then the aircraft that took off in front of us reported airborne back to tower; and she told him to go to departure; then gave him the frequency. She then gave us a clearance to fly runway heading up to 10;000; which we apparently heard as a takeoff clearance. The captain turned on the lights; I started my clock; and we commenced the takeoff roll. At approximately 80 knots a different controller told us to cancel our takeoff clearance and we rejected the takeoff. I made a PA to remain seated; and got out the rejected takeoff checklist. As we stopped the tower told us to taxi right on F; which was just ahead; and we did. Tower gave us a clearance to taxi back to 1R; but we said we needed to finish our checklists and would get back to him. We finished the rejected takeoff checklist; and the captain talked to the flight attendants to let them know it wasn't an issue with the aircraft; it was a traffic issue; and he would be back with them. He also made an announcement to the passengers. I went to the brake cooling table. We also shut down the right engine.We believed the RTO may have engaged; and called maintenance to let them know what happened. They asked for data on speed at abort; which we believed was 80 knots; whether it was manual or RTO braking; weight; and brake temp indicator numbers. They eventually came back with the information that we were good for a subsequent takeoff with no further action; per SFO maintenance. While talking to maintenance; the tower called and asked us to call them due to a possible pilot deviation. The captain took down the number and called; during which he was told the tapes showed we did not receive a takeoff clearance. Also in that time period dispatch contacted us and we updated them on what happened; and what maintenance said. We restarted the right engine; talked to the flight attendants; made sure everyone was down; and departed 1R. The rest of the flight was normal; and we arrived at the gate 22 minutes late. During the flight Customer Service sent a message to have the flight attendants make an announcement apologizing to the people and offering them something from the website.I honestly was stunned to find out what we did; I realized it was a loss of separation after we rejected; but had no idea that we had taken off without a clearance until the tower told the captain. I feel sick thinking about it; and have been trying to figure out how it happened. Some thoughts below; that will hopefully help prevent it in the future.We arrived at the aircraft at our scheduled time; after a downtown layover. The schedules call for 45 minutes show time if it is not the first leg and is not an international flight. I personally think that makes things rushed if it is a Pacific flight; because of the extra prep that is just like an international flight. Maybe it had no effect; but it puts you in a hurry up state of mind. Just food for thought. I usually go a little early when it is an airport layover and I can take the van of my choosing. Redoing things and calling clearance manually; again; not a big deal; but it just added to the time crunch. As a reminder; station ops sent us a message asking when we were pushing.When we got to the runway; the controller was busy as usual; but now had only one west runway. Normally SFO is busy enough sandwiching the north departures in with the west departures and arrivals; but this makes it harder. You are in the mindset of no delay; they clear you and you go quickly because you know what they are dealing with getting aircraft off before the next arrival or departure on the crossing runway. Then the aircraft in front of us had 3 calls; I believe; for line up and wait; and 2 more after takeoff. I think I missed one as well; which all added to the controller's workload. When we were sitting on the runway; all set for takeoff; we were given a frequency that was what we already had. The norm seems to be given as 'contact departure 135.1; cleared for takeoff.' After that we were given runway heading cleared to 10000; which; again; is usually accompanied by cleared for takeoff. Maybe it was given separately because that's when the controller had time; not sure. I'm sure it's not prohibited to do so; but I believe it would be safer to stay with the norm; as that is what we most often hear. You don't normally get instructions twice while holding in position ready to go; but if you do; maybe it should start with 'hold for takeoff'; followed by the instructions.It's not an excuse; if we started to takeoff without a clearance; it's a huge error. I believe that part of it is due to the fact that we were 'spring loaded' for takeoff; and heard what we expected; which was not what was said. I cannot be sorrier for my part in compromising safety; this is going to haunt me for a long time.


Second narrative: [Report narrative contained no additional information.]


Synopsis: Air carrier flight crew and SFO Controller reported an attempted takeoff without clearance. The Controller canceled the takeoff clearance due to traffic landing on an intersecting runway.