B737-300 CREW HAD RWY INCURSION ON RWY 6-24; AFTER MISSING A TURN ON TXWY C AT STL. THE ATCT GND CTLR ALLOWED 5 MIL ACFT AND THE B737 TO GET MIXED UP IN A CONFINED AREA ON THE TXWY D PAD AREA.

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2 ATIS BROADCASTS #! AND #2 -- BOTH ISSUED AT XA54Z. #1 ATIS SHOWED RWYS 30L/4 FOR ACTIVE RWYS AND #2 ATIS SHOWED RWYS 12L/R AS ACTIVE. WE WERE SET UP FOR DEP ON RWY 30L WITH ATIS #1 AND WERE TOLD TO GET ATIS #2. TAXI INSTRUCTIONS WERE 'TAXI TO RWY 12L ON THE INNER TO TXWY D; TXWY C; HOLD SHORT OF RWY 12R. THESE WERE ACKNOWLEDGED AND READ BACK; THEN QUERIED; AND ACKNOWLEDGED AGAIN. BECAUSE WE WERE TOLD TO TAXI ON THE INNER TO TXWY D; THEN TXWY C; WE SAW TXWY D MARKED PAST RWY 6/24 ON THE AIRFIELD DIAGRAM AND THOUGHT THAT TXWY C WAS BEYOND RWY 6/24 AND THAT WE HAD A CLRNC TO CROSS RWY 6/24 TO GET TO TXWY C. AT THIS SAME TIME; APCHING THE TXWY D PAD; WE WERE MET HEAD-ON BY 4 F-15'S; AND WERE CONCERNED WITH WINGTIP CLRNC. WE MISSED TXWY C BECAUSE OF OUR CONCERN ABOUT THE F-15'S AND THEREFORE INADVERTENTLY TAXIED ACROSS INACTIVE RWY 6/24. ALSO; ANOTHER CONTRIBUTING FACTOR WAS THE FO DIVIDING HSI TIME BTWN TAXI ROUTING AND GETTING NEW PERFORMANCE NUMBERS AND CHANGING FLT INSTS TO REFLECT A RWY 12L DEP. ALSO; THERE WAS A 5TH F-15 HEADING TOWARDS US ON TXWY C AT A HIGH SPD AND IF WE WOULD HAVE STOPPED; THERE MAY HAVE BEEN A MEETING OF METAL; AS WE DIDN'T KNOW HIS INTENTIONS. THE F-15 ACTIVITY WAS NOT MENTIONED TO US BY ATC DURING ANY OF OUR COMS.