A B777 CREW RPTS SHUTTING BOTH ENGS OFF AFTER LNDG WHILE TAXIING AND STILL SHORT OF THE GATE. FATIGUE AND CIRCADIAN RHYTHM EFFECT WERE CITED FACTORS.

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AFTER CLRING RWY; WE WERE INSTRUCTED TO TURN L ON TXWY B AND PROCEED TO THE RAMP FOR PARKING. THE CAPT TOLD ME TO SHUT DOWN THE R ENG. I LOOKED OVER AND NOTICED HE WAS GUARDING THE L FUEL CTL SO I SHUT THE R ENG DOWN. TO OUR DISMAY IT SOON GOT VERY DARK AND QUIET AND WE REALIZED WE HAD BOTH SHUT AN ENG DOWN. THE CAPT BRAKED THE ACFT TO A STOP. I CRANKED THE APU; MADE A PA TO THE PAX TO THE EFFECT THAT WE HAD AN ELECTRICAL ISSUE AND WOULD BE TAXIING SHORTLY AND TO REMAIN SEATED; NOTIFIED TWR WE WOULD BE HOLDING FOR A FEW MINS AND WAITED FOREVER FOR THE MIN TO PASS AND ENJOY THE RESUMPTION OF ELECTRICAL PWR. I THEN STARTED BOTH ENGS. WE RESUMED TAXI TO THE GATE. THE OUTCOME WAS A 4 MIN DELAY IN TAXIING TO THE GATE AT THE END OF AN OTHERWISE VERY NORMAL FLT. NO DOUBT STRESSFUL FOR THE CREW AND PAX. FROM A HUMAN FACTORS POINT OF VIEW; OBVIOUSLY WE HAD NO INTENTION OF SHUTTING DOWN BOTH ENGS DURING TAXI. I FEEL THAT FATIGUE AND JET LAG PLAYED AN IMPORTANT ROLE ON THIS EVENING. WHILE THERE WAS AMPLE OPPORTUNITY FOR REST PRIOR TO THE FLT; FLIPPING ONE'S BODY CLOCK BY 12 HRS IN A 24 HR PERIOD HAS ITS CHALLENGES. IT IS STILL A 2 PLT OP IN THE DARK ON THE BACKSIDE OF THE BODY CLOCK. I HEARD SHUT DOWN THE R ENG; AND THAT COUPLED WITH HIS HAND ON THE L FUEL SHUTOFF MADE ME THINK HE WANTED ME TO SHUT THE R ENG DOWN. SUPPLEMENTAL INFO FROM ACN 753003: I VERBALIZED THAT WE SHOULD PROBABLY SHUT ONE DOWN. WE WERE HAVING TO DO SOME HVY BRAKING TO KEEP FROM RUNNING THE AIRBUS OVER SO I CUT WHAT I THOUGHT WAS THE R ENG. THE COPLT HEARD ONLY 'SHUT ONE DOWN.' HE GLANCED DOWN AND THOUGHT I WAS PROTECTING THE L ENG AND SHUT THE R ONE DOWN. FATIGUE WAS ASSUREDLY A FACTOR AS WAS TOO MUCH VERBALIZATION AND NOT ENOUGH COMMANDS. THE COPLT AND I HAD FLOWN A LOT TOGETHER AND WERE VERY COMFORTABLE WITH EACH OTHER'S ABILITIES.