G4 CAPT EXITED LNDG RWY ONTO ANOTHER RWY INSTEAD OF THE CLRED TXWY.

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OPS CONDUCTED AT MAX EFFICIENCY AT MDW; IE; ACFT DEPARTING WHILE WE WERE ON SHORT; SHORT FINAL; ACFT BEHIND US ALSO AT MINIMUM DISTANCE. WE LANDED AND WERE INSTRUCTED TO TURN L FROM RWY 31C ONTO RWY 22L. THEN WE WERE INSTRUCTED TO TURN L AT FIRST TXWY F. TXWY F PARALLELS RWYS 13R/31L. THE DISTANCE BTWN RWY 13R AND TXWY IF IS MINIMAL WITH RWY 13R ABOUT THE SAME WIDTH AS THE TXWY 13R WAS MISTAKEN FOR THE TXWY F. A SHORT TURN WAS BEGUN DOWN RWY 13R. WE NO SOONER MADE THE TURN WHEN WE REALIZED WE TURNED INCORRECTLY AND STOPPED. ABOUT THAT TIME; THE CTLR INFORMED US THAT WE WERE ON AN ACTIVE RWY. WE WERE FURTHER INSTRUCTED TO CONTINUE DOWN RWY 13R; MAKE A R ON TXWY Y WITH A L ON TXWY F. WE COMPLIED AND TAXIED TXWY F TO THE FBO. THIS RWY INCURSION WAS A RESULT OF: 1) INITIAL PREOCCUPATION WITH EXPEDITING THE RWY EXIT ON RWY 22L. 2) THE PNF GIVING DIRECTIONS TO MAKE 'THE FIRST L;' WHICH WAS RWY 13R. 3) THE PF; BEING ME; HAD NOT SUFFICIENTLY FAMILIARIZED HIMSELF WITH THE ARPT LAYOUT. 4) OTHER CONTRIBUTING FACTORS: RWYS 13R/31L IS THE SAME WIDTH AS THE TXWYS AND AT A GLANCE MAY BE MISTAKEN AS A TXWY ON THE CHART; PARTICULARLY AT NIGHT LIGHT IN THE COCKPIT. 5) ATC PRESSING 'BACK TO BACK' OPS WITH NO HIGH SPD RWY EXITS (LIKE MDW). USING RWYS FOR TXWYS HAS INHERENT PROBS; EG; RWY MARKINGS ARE NOT STANDARD. IF THERE WAS A RWY 13R/31L SIGN AT THE INTXN OF RWYS 22L/4R; I DID NOT SEE IT. IF IT WAS THERE; I WAS TOO BUSY 'EXPEDITING' TO SEE IT IN THE SHORT DISTANCE BTWN RWY 31C AND RWYS 31L/13R. 6) HASTE MAKES WASTE. I WILL NOT AGAIN ALLOW A CTLR TO 'HURRY ME.'