AN ACR DC10 FLC MISSED A TXWY WHILE MAKING THEIR WAY TO THEIR GATE AND HAD TO HOLD SHORT OF AN ACTIVE RWY UNTIL TFC CLRED SO THEY COULD GET BACK TO THE RAMP.

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AFTER LNDG AND DURING OUR ROLLOUT ON RWY 7R; TWR CLRED US FOR A L TURN ON RWY 1R AND THEN ADVISED US; 'CLRED TO THE GATE.' THIS WOULD MEAN FOR US TO MAKE A L ON TXWY M; CROSS RWY 1L; L TURN ON TXWY E; A R TURN ON TXWY A; THEN ANOTHER R TURN ON TXWY A1; THEN TO THE ASSIGNED GATE. I WAS AWARE OF THE TAXI RESTR FOR DC10 ACFT ON TXWY B BTWN TXWY R AND TXWY A1; THAT IS WHY I WAS PLANNING ON TAXIING ON TXWY E THEN TXWY A AND THEN A R TURN ONTO TXWY A1 AS MENTIONED ABOVE. WHILE I WAS PROCEEDING S ON TXWY E; I MISSED TXWY A WHICH VEERS TO THE R; I STARTED TO SLOW WHEN I SAW RWY 7R/25L SIGN ON THE L SIDE OF THE TXWY; AND PROCEEDED TO STOP WHEN I CAME UPON THE HOLD SHORT LINE KNOWING THEN THAT I HAD PASSED TXWY A. AT THIS SAME TIME; TWR SAW THE SIT AND TOLD US TO STOP BECAUSE WE WERE ABOUT TO ENTER AN ACTIVE RWY. WE ACKNOWLEDGED; AND APPARENTLY RECOGNIZED THE SIT SIMULTANEOUSLY; AND I WAS ALREADY STOPPING THE ACFT. I FELT IT WAS NOT AN APPROPRIATE TIME TO DISCUSS THIS; SINCE HE WAS BUSY CLRING 3 ADDITIONAL ACFT TO LAND ON RWY 7R. WE HELD SHORT OF RWY 7R FOR THE ARRS; THEN WE WERE CLRED ONTO RWY 25L THEN TXWY R; TXWY A; AND TXWY A1 RESPECTIVELY; THEN TO THE GATE. SOME OF THE FACTORS THAT LED TO THIS WERE THAT ATIS WAS RPTING LNDG ONLY ON RWY 1L AND IT WAS NOT UNTIL APPROX 15-20 MI FROM THE ARPT THAT WE WERE TO EXPECT VECTORS FOR THE VISUAL TO RWY 7R. THIS WAS AFTER I HAD BRIEFED FOR THE APCH TO RWY 1L AND ITS ASSOCIATED TAXI IN; WITH ITS RESTRICTIONS. I THEN BRIEFED FOR RWY 7R. THE OTHER FACTOR WAS THE STATEMENT; 'TAXI TO THE GATE' WHILE STILL ON RWY 7R WHICH LEFT IT TO US TO DETERMINE OUR TAXI RTE. THIS REQUIRED 6 TURNS AT NIGHT AND THE ASSOCIATED DISCUSSION WITH THE CREW AS TO THE BEST RTE TO GET TO THE GATE. THESE ARE SOME OF THE FACTORS WHICH LED TO MY MISSING TXWY A.