Date: 201207
Local time of day: 1201-1800
Location: LGA.Airport, NY
Light: Daylight
Aircraft: A319
Operator: Air Carrier
Operating under: Part 121
Flight phase: Taxi
ATC / advisory: Tower LGA
Reporter organization: Air Carrier
Reporter function: Captain
Reporter qualification: Flight Crew Air Transport Pilot (ATP)
Human factors: Communication Breakdown
Anomaly: Deviation / Discrepancy - Procedural Published Material / Policy; Ground Incursion Taxiway
Detector: Person Air Traffic Control
When detected: Taxi
Result: General None Reported / Taken
Contributing factors: Procedure
Primary problem: Procedure

Narrative: Landed at LGA; Ground Control was saturated; chaotic; and near grid lock due to weather and gate holds in the Northeast US. They were landing 22; departing 31; which restricts inbounds and outbounds from gates to Taxiway A due to the line for take off on Taxiway B. We were taxiing for nearly 30 minutes inbound. We needed to get cleared in from Ramp Control while still far from the gate before Ground would authorize us to taxi in on Taxiway A. We were cleared in once by Ramp but could not get Ground Control to answer our transmissions to let them know we were cleared in. We were then no longer cleared in by Ramp. After another 15 or so minutes; we were again cleared in by Ramp. We then attempted to contact Ground again. After numerous attempts; Ground acknowledged we were cleared in; but they needed to move several aircraft before we could taxi in. We checked one more time with Ramp to verify we were still cleared in; and were told that we were. The Ramp Controller was sometimes a bit ambiguous in the clearances he gave; and we wanted to make sure. After a couple more minutes; we were cleared by Ground Control to taxi B; K; A to the gate. When we arrived at the alley; we found that there was a large steel plate surrounded by cones right at the end of the yellow taxi-in line. Following the line was not an option. On the east side of the yellow line was an A319 outbound. On the west side of the line; there were no aircraft at the gates; and there was sufficient room to taxi in; although it would require a tight turn when we reached the gate. If we remained on Taxiway A; the airport would grid lock; since no aircraft would be able to proceed into or out of the gate area. There were several aircraft following behind us trying to get to the gates. Since we were cleared in; I taxied in staying on the west side of the yellow line. We parked uneventfully. We were now late; and they were trying for a quick turn. A few minutes after we parked; I got a message to call the Tower. We called Clearance Delivery on the radio and received an amended departure clearance. A few minutes after that; I was met by a gentleman who identified himself as the Ramp Tower supervisor; who wanted to speak to me. The supervisor informed me that we were not cleared in to the gate since there was an outbound aircraft in the alley. He felt that our decision to taxi in was not safe. He said that they had tried repeatedly to contact us on Ramp Control to stop us. He was really mad that we were requested to call the Tower and did not; and that he had to leave his post to talk to us. We were monitoring both Ground Control and Ramp the entire time; and neither pilot could recall hearing any calls from Ramp. We both are sure we had been cleared to the gate by Ramp Control; although we realize something may have changed between the time we started the taxi and when we could get to the gate. Cause; this was a multi level communications failure. Communications with Ground Control were nearly impossible; in part because the Ground Controller never stopped talking so you could call them. The Ramp Controller was not always clear with his instructions. We asked at least twice to verify that we were cleared in. The Ramp Supervisor was quick to point out that he has everything on tape; and swears we were not cleared in. I say that we were cleared in on at least three different occasions; although when we actually arrived at the alley entrance; they were apparently trying to call us repeatedly to tell us not to enter. Neither pilot heard these calls and we are not sure why. It may have been drowned out by Ground; or we were on a wrong frequency; although I don't think so; or maybe we were just so task saturated that we didn't hear. It was a total surprise that the yellow line was blocked by cones. I reviewed the paperwork after the fact; and saw nothing in the NOTAMs or company field report that reflected that fact. The layout in the alley made me think that we were using two way traffic in the alley. Finally; the Supervisor asked the agent to have me call him. The agent told the flight attendant; who told me 'Call the Tower'. We called clearance; received an amended clearance; and thought we were done. LaGuardia needs to do something different with Ground Control. On a busy day with weather; like this day; it basically becomes non functional and dangerous. Somehow; we should have been informed of the cones on the taxi-in line. Another NOTAM on a 20 foot long flight release would be a very poor way to do it; although it would make the lawyers happy that they could blame someone if there was a problem. A better solution would be for Ramp Control to tell you when they cleared you in and to let you know what they expect from you. Outbound aircraft were told to stay right of the cones. We were told nothing. Coordination between Ramp Control and Ground seems to be non-existent. Pilots are left to do the coordinating. Is it better to have someone in moving metal doing the job; or someone sitting in a fixed building? Frankly; I think much was made out of little. I taxied the aircraft to the gate; without incident; without damage; without injuries. We thought we had clearance in; at some point Ramp changed their mind; and were unable to communicate their intentions to us for reasons unknown to me.




Synopsis: Air Carrier attempting to taxi to the gate at LGA experienced considerable confusion involving Ground Control and Ramp Control instructions. The reporter indicated that coordination between FAA and Ramp Controllers needs to improve.