RPTR DOES NOT UNDERSTAND WHY HE WAS FORCED TO TAKE A ROUNDABOUT RTE TO HIS GATE.

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UPON CLRING RWY 27R AT PHL ARPT WE STARTED A R TURN ONTO TXWY A; AS WE WERE CONTACTING GND. WE WERE TO ENTER 'C' CONCOURSE; AT GATE. NO OTHER ACFT WERE DEPARTING A GATE OR TAXIING ANYWHERE NEAR B; C; OR D CONCOURSES. RECENTLY; NEW ENTRY AND EXIT NUMBERED POINTS WERE INCLUDED IN THE TAXI CLRNCS. NOT PAYING CLOSE ATTN TO THE POINTS; GATE WAS EASILY CONVENIENT BY A R TURN ON TXWY A AND XING POINT 5. CORRECTING OUR PLANNED TURN; GND STATED WE SHOULD HAVE TURNED L AND PLANNED POINT 4. OUR R TURN ON TXWY A PREVENTED THIS AND WE WERE MADE TO ENTER FAR DOWN AT POINT 6. SO ABSURD! I AM AWARE THAT THESE CONFUSING TAXI ENTRY AND EXIT POINTS ARE DUE TO THE LCL AUTH PLANS AND NOT FAA TERRITORY. I AM WRITING THIS NOTE AS TO SPEAK MY THOUGHTS AS TO THE ILLOGICAL RAMP CTL AS TO MY VIEW. ONLY AT PHL ARE THERE HARD TO UNDERSTAND RAMP PROCS AND REASONS FOR DELAYING AIR TFC PROGRESSION. IT WOULD APPEAR APPROPRIATE FOR THE LCL PORT AUTH TO REVIEW OTHER ARPT RAMP PROCS. THIS DISCONTENT IS SHARED WITH NUMEROUS OTHER AIR CREWS. CALLBACK CONVERSATION WITH REPORTER REVEALED THE FOLLOWING: BEGINNING THIS MONTH; A MAJOR ACR WAS GIVEN CTL OF THE RAMP AND TXWY S BTWN TXWY B AND TXWY R. THEY ARE THE AGENCY THAT DESIGNATES WHICH RAMP CTL SPOT IS INBOUND; OUTBOUND OR BOTH. THE RPTR APPARENTLY TURNED R FROM X TO A FROM HABIT AND; SPOT 5 BEING AN OUTBOUND HAD TO PASS IT TO GO TO SPOT 6. THIRD PARTY CALLBACK TO CTLR SERVED TO DESCRIBE THE SYS WHILE THE RPTR HIMSELF REALLY DID NOT UNDERSTAND IT. THE CTLR BELIEVES IT TO BE A GOOD SYS THAT EXPEDITES GND TFC AND AVOIDS CONFUSION.