A CRJ50 Pilot suggested placement of the ANTI-ICE Checklist on the Taxi Checklist is more appropriate than its present location on the Starting Engines Checklist.

Narrative

This report is an example of how I believe the ANTI-ICE checklist item would be more effective in the Taxi Check than in the second half of the Starting Engines Check. First flight of the day; the aircraft had frost on the upper fuselage and left wing. [Weather was] three degrees Celsius and VMC. After pushback; while finishing up the Starting Engines checklist; ANTI-ICE is one of the items we must evaluate. In this case; the weather/ramp conditions were normal; so cowls weren't needed for taxi. Wings weren't called for either; since it wasn't final taxi. We taxied to de-ice for Type I. Upon completion; we then complete the taxi checklist; but ANTI-ICE isn't on this checklist. It's left to the crew to remember an item called for ten to twenty minutes ago (or more; in JFK) and to use 'common sense' as a Chief Pilot told me when I discussed the issue with him. Consider this situation if light snow were falling but Type I offered an adequate holdover time. Procedures would require us to have the Wing Anti-Ice on in this situation (as opposed to Type IV; when it isn't needed until just before takeoff thrust). Cowls would be needed if the taxiways were contaminated. But the checklist item was called for at the gate; not after de-ice. What would it hurt to have de-ice in the Taxi Check vs. Starting Engines? If you're deicing and therefore not performing the Taxi Check until later; it wouldn't be a problem to not turn on the Anti-Ice just after push; because the deicing process would eliminate any accumulation. The same is not true in the reverse scenario. Now; perhaps because the Type I holdover times are shorter; it's not a factor in forgetting to turn it on for taxi because the checklist calls for it again prior to takeoff. But it certainly wouldn't hurt having the checklist item in a more advantageous position on the checklist.