A B767 LANDS LONG AT EWR ARPT; MISSING THE PLANNED TURNOFF AT TXWY J. ACFT CONTINUES ON ROLLOUT PAST TXWY K AND Y AND EXITS RWY END ON THE DISPLACED THRESHOLD OF RWY 22L. ACFT CROSSED RWY 29 AFTER CTLR CLRED ACFT TO CROSS. FLC HAD NOT ACKNOWLEDGED A WIND CHK ON FINAL AND THE CLRNC TO CROSS RWY 29.

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A WELL-BRIEFED; WELL-FLOWN APCH ENDED UP WITH SOME CONFUSION DURING LNDG ROLLOUT DUE TO LNDG BEYOND THE POINT OF EXPECTED TOUCHDOWN (BUT WITH MORE THAN ENOUGH RWY TO STOP THE ACFT); THE ATC RADIO BEING INADVERTENTLY SWITCHED FROM TWR FREQ TO GND FREQ AT SOME POINT PRIOR TO CLRING THE RWY; AND NOT BEING SURE; AT NIGHT; WHERE WE NEEDED TO EXIT THE RWY PRIOR TO THE NOTAMED CLOSURE (TO LNDG TFC) AND WHAT LIGHTING WE SHOULD HAVE EXPECTED TO SEE AT THAT POINT. TWR/GND CLRED US TO CONTINUE DOWN RWY AND CROSS RWY 29 AT END. THE CAPT AND I DISCUSSED THE LNDG/ROLLOUT WHILE TAXIING IN; AND THE CAPT CALLED THE TWR BY PHONE TO CLARIFY SIT. WE WERE TOLD THERE WAS NO PROB. TO PREVENT CONFUSION IN THE FUTURE; THE LAST POSSIBLE RWY EXIT POINT (NORMALLY AT THE END OF RWY) SHOULD BE BRIEFED; NOT JUST EXPECTED AND PLANNED EXIT POINT; AND WHAT WE ARE GOING TO SEE AT THAT LAST EXIT POINT IN THE EVENT OF A RWY CLOSURE. IN THIS INSTANCE; AS WE RECALL; THE RWY APPEARED TO CONTINUE PAST THE CLOSURE POINT BY SOME VISUAL CUES. SUPPLEMENTAL INFO FROM ACN 396428: THIS WAS MY SECOND LNDG AT NEWARK AND THE FIRST ONE ON RWY 4R. I BRIEFED THE APCH TO EXPECT TO A TURN-OFF AT TXWY J. BECAUSE I HAVE LIMITED EXPERIENCE IN THE B767 (I COMPLETED THE B757/767 QUALIFICATION 3 MONTHS AGO); MY LNDG WAS LONGER THAN EXPECTED. I DECIDED TO LET THE ACFT ROLL OUT BEYOND TXWY J RATHER THAN APPLY EXCESSIVE BRAKING. WHEN THE ACFT ROLLED BEYOND TXWY L; I RECALL RECEIVING A COM TO THE EFFECT; 'OKAY; ACR X; CROSS RWY 29; TURN L ON TXWY Z; HOLD SHORT OF RWY 29 AT TXWY R.' I DO NOT KNOW IF THE CLRNC WAS GIVEN ON THE TWR FREQ OR THE GND FREQ. THE FO WAS CONFUSED. HE WAS CONCERNED THAT WE HAD ROLLED BEYOND TXWY Y. HE CLAIMS THAT HE BEGAN TO SWITCH THE DUAL HEAD RADIO TO THE GND FREQ AND DISCOVERED THAT THE RADIO ALREADY WAS ON THE GND FREQ. SEVERAL COMS TRANSPIRED BTWN THE FO AND GND/TWR AS HE TRIED TO MENTALLY CATCH UP WITH THE SIT. AFTER PARKING AT THE GATE; I TELEPHONED GND CTL TO ASK IF WE HAD A PROB. THE CTLR STATED THAT THERE WERE NO PROBS. AS I WAS ABOUT TO HANG UP; A SECOND CTLR CAME ON THE TELEPHONE AND ASKED IF WE HAD RADIO PROBS. HE STATED THAT WE DID NOT RESPOND TO 2 XMISSIONS -- ONE; A WIND CHK ON FINAL; AND TWO; A CLRNC TO CROSS RWY 29. I RESPONDED THAT I ASSUMED THE FO INADVERTENTLY SWITCHED THE DUAL HEAD SELECTOR AT THE TIME THAT HE DIALED IN THE GND FREQ DURING THE FINAL APCH. AFTER DISCUSSING THE MATTER FURTHER WITH THE FO; I AM NOT CERTAIN THAT HE DID SWITCH THE DUAL HEAD PRIOR TO ROLLOUT. HE MAY HAVE ENCOUNTERED OTHER PROBS WITH RADIO SWITCHES. HE APPARENTLY DID NOT HEAR THE XMISSION CLRING US TO CROSS RWY 29. THEREFORE; HE DID NOT ACKNOWLEDGE IT AND REMAINED CONFUSED DURING ROLLOUT. I DO NOT BELIEVE THAT THE CONFUSION WOULD HAVE OCCURRED IF WE WERE OPERATING IN DAYLIGHT. THE RWY MARKINGS AT TXWY Y WOULD HAVE BEEN MORE APPARENT. IN THE FUTURE; I WILL REVIEW AND BRIEF TURNOFFS OTHER THAN THE INTENDED TURNOFF. IN THIS CASE; IF A TURNOFF AT TXWY J IS NOT EXECUTED; OTHER POSSIBLE TURNOFFS ARE TXWYS K; L AND Y. THE LNDG ROLL SHOULD NOT EXTEND BEYOND TXWY Y. WHEN OPERATING AS THE PF; I WILL VERIFY THAT THE PNF HAS ACKNOWLEDGED ALL XMISSIONS. FURTHERMORE; I WILL ATTEMPT TO MONITOR HIS OP OF THE RADIO SWITCHES.