A B757-200 FLC LINES UP WITH THE WRONG RWY AT BNA; CHOOSING RWY 2C VERSUS RWY 2L WHEN MAKING A MANUAL; VISUAL APCH TO RWY 2L AT BNA; TN.

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ON SEP/FRI/00; FLT WAS CLRED VISUAL APCH TO RWY 2L AT NASHVILLE. CAPT DISCONNECTED AUTOPLT TO INTERCEPT THE LOC TO RWY 2L. WE WERE DISTRACTED BY CONDITIONS AT DUSK MAKING RWY VISUAL PICK UP MORE DIFFICULT. PLUS; I WAS MONITORING A FUEL PROC ON MAINT CARRY OVER. THE LIGHTS WERE BRIGHT ON RWY 2C AND THAT IS THE RWY WE ACTUALLY DID AN APCH TO. I FINALLY REALIZED THAT WAS THE WRONG RWY AND SAID 'THIS IS NOT RIGHT; LET'S GO AROUND' AND AT THE SAME TIME TWR TOLD US TO 'GO AROUND.' ALSO THERE WAS A CESSNA WHO WAS CLRED FOR POS AND HOLD RWY 2C; BUT HE REFUSED BECAUSE HE SAW US (SMART GUY). POOR ARPT BRIEFING AND LOUSY XCHK WAS OUR PROB; AND ALSO POOR SITUATIONAL AWARENESS. IT COULD HAVE BEEN A LOUSY OUTCOME. WENT AROUND AND CAME BACK TO RWY 2L TO NORMAL LNDG. THEREFORE WE KNOW NOW THAT IF CONDITIONS AREN'T RIGHT FOR A VISUAL DO NOT ACCEPT ONE AND BACK UP YOUR INSTS; EVEN IN VFR. SUPPLEMENTAL INFO FROM CAN 484533: CLRED TO INTERCEPT LOC TO RWY 2L. I ARMED THE AUTOPLT TO INTERCEPT. ACFT INTERCEPTED SLOPPILY AND STARTED S-TURNING. APCH ASKED IF RWY IN SIGHT. WE REPLIED AFFIRMATIVE. CLRED VISUAL APCH TO RWY 2L. I DISENGAGED THE AUTOPLT AND DIRTIED THE ACFT FOR LNDG. I FIXATED ON THE RWY IN FRONT OF ME AND BEGAN A DSCNT TO IT. BY THIS TIME I WAS STRUGGLING TO GET THE AIRPLANE SLOWED SO I COULD GET LNDG FLAPS OUT. A GAR WAS EXECUTED FROM ABOUT 400 FT AGL. RWY 2C IS A NEW RWY WITH MUCH LIGHTER CONCRETE THAN RWYS 2L OR 2R AND EXTENDS MUCH FURTHER S THAN RWY 2L. IT'S THE FIRST RWY YOU SEE ESPECIALLY UNDER LESS THAN OPTIMAL VISUAL CONDITIONS. IT WOULD HELP PLTS UNDER DUSKY OVCST CONDITIONS TO HAVE THE LIGHTS ON RWY 2L TURNED UP BRIGHT TO PRECLUDE THIS FROM HAPPENING.