AN ACR WDB CROSSES THE END OF RWY 12-30 AT TLV WITHOUT CLRNC WHILE ON TXWY L. ACFT HAD BEEN CLRED TO RWY 26 VIA TXWYS K; I; A DIFFERENT ROUTING THAN PREVIOUS ACFT HAD RECEIVED.

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ON TAXI OUT TLV AT XA30; PREVIOUS 2 ACFT WERE CLRED VIA STANDARD TAXI RTE OF TXWYS K; L; I TO RWY 26. WE MISSED THE LACK OF TXWY L IN OUR CLRNC; WHICH WAS SUPPOSED TO MEAN TO USE ALTERNATE RTE TXWY K TO TXWY I. NO CLUE WAS GIVEN ABOUT TAXIING AROUND THE RWY END; IN FACT; OTHER TFC WAS CLRED FOR TKOF ON INTERSECTING RWY 26 INDICATING THAT RWY 30 WAS CLR. OUR VISUAL CHK ALSO WAS CLR. WHILE WE MISSED THE LACK OF TXWY L AND WERE SUPPOSED TO LOOK UP THE ALTERNATE RTE; SEVERAL OTHER CLUES WOULD HAVE HELPED; IE; STANDARD SIGNAGE AND PHRASEOLOGY; A HOLD SHORT CLRNC; OR AN INSTRUCTION OF SOME SORT TO HIGHLIGHT THE USE OF AN ALTERNATE RTE. (3-5 MI TFC ON RWY 12 LANDED NORMALLY WHEN WE WERE AT POS X; BUT DID QUERY THE TWR IF THEY WERE REALLY CLRED TO LAND.) HALF WAY ACROSS; GND/TWR INFORMED THE CREW THAT HE WANTED LIMA; MIKE; NOVEMBER; BACK TAXI RWY 03 FOR HOLDING POINT RWY 26. CONTRIBUTING FACTORS: CLR NIGHT BUT VERY LITTLE MOONLIGHT. TXWYS/SIGNS APPEARED LESS LIGHT THAN ARPTS IN THE USA. TXWY MIKE ON THE COMMERCIAL CHART DIAGRAM APPEARS NARROWER PROPORTIONALLY TO OTHER TXWYS; GIVING THE IMPRESSION THAT IT WAS TOO NARROW TO BE USED BY A B767; WHICH GAVE THE CREW THE NOTION THAT IT COULD NEVER BE POSSIBLE PART OF A CLRNC. ALTHOUGH AT THE TIME I (FO) DID NOT FEEL FATIGUE; THE XA00 DEP WITH AN AFTERNOON NAP COULD CREATE A SIT WHERE ONE PART OF A MULTI-PART CLRNC COULD BE MISSED. AFTER TALKING WITH THE COMPANY MANAGER OF PLTS; THIS TAXI MISHAP HAS HAPPENED A FEW TIMES BEFORE. CORRECTIVE ACTION: USE OF POSSIBLE PROGRESSIVE INSTRUCTIONS WOULD REDUCE LONG CLRNC AT LATE NIGHT HRS. REDUCE FATIGUE. MANY INTL FLTS ARE SCHEDULED FOR PAX CONVENIENCE AND THE AIRLINES' REQUIREMENT TO MAXIMIZE ACFT UTILIZATION AND NOT THE ABILITY OF THE CREW TO OPERATE TO ITS MAX LEVEL OF ALERTNESS.