Narrative:

Upon climb out; at approximately 2;000 ft MSL; I noticed that we were going to level off at 3;000 ft. Occasionally we are held down at a lower altitude for conflicting traffic; but I saw on TCAS that there was none. I thought this to be unusual and clarified with departure control as we climbed through 2;500 ft. I asked; 'do you want higher for XXXX?' he noticed us slowing our climb and asked if we were assigned 3;000 ft. I replied 'affirmative' and he responded; 'climb to 17;000 ft.' nothing more resulted. Thinking about it later; I recalled that there was some confusion on the taxi to the runway where they held the line and had us sidestep out to move up to the number one position in front of another carrier. At the same time there was another plane moving in line also with instructions to move up in front of a second carrier. They were confusing our call signs with the instructions; but the orders were clear to us; as there was no second carrier in view; and the proper aircraft responded to the instructions given with clarification following. At this time there were several times on ground and tower; that the frequency was distorted with people talking at the same time. We thought we were given 3;000 ft but that may have been incorrect.all involved reacted smoothly without hesitation; but it's apparent where there is potential for an adverse outcome. The first officer and I both discussed it and agree we will use more vigilance and prompter clarification when given changes. Another suggestion might be; to repeat the heading and altitude when simply given 'cleared for takeoff'.

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Original NASA ASRS Text

Title: A CRJ-900 departed MSP after confusing taxi instructions and multiple aircraft blocking communications with Ground and Tower. The crew thought a 3;000 FT was issued but the constraint was not part of their clearance so Departure canceled it.

Narrative: Upon climb out; at approximately 2;000 FT MSL; I noticed that we were going to level off at 3;000 FT. Occasionally we are held down at a lower altitude for conflicting traffic; but I saw on TCAS that there was none. I thought this to be unusual and clarified with Departure Control as we climbed through 2;500 FT. I asked; 'Do you want higher for XXXX?' He noticed us slowing our climb and asked if we were assigned 3;000 FT. I replied 'Affirmative' and he responded; 'Climb to 17;000 FT.' Nothing more resulted. Thinking about it later; I recalled that there was some confusion on the taxi to the runway where they held the line and had us sidestep out to move up to the number one position in front of another carrier. At the same time there was another plane moving in line also with instructions to move up in front of a second carrier. They were confusing our call signs with the instructions; but the orders were clear to us; as there was no second carrier in view; and the proper aircraft responded to the instructions given with clarification following. At this time there were several times on Ground and Tower; that the frequency was distorted with people talking at the same time. We thought we were given 3;000 FT but that may have been incorrect.All involved reacted smoothly without hesitation; but it's apparent where there is potential for an adverse outcome. The First Officer and I both discussed it and agree we will use more vigilance and prompter clarification when given changes. Another suggestion might be; to repeat the heading and altitude when simply given 'Cleared for Takeoff'.

Data retrieved from NASA's ASRS site as of July 2013 and automatically converted to unabbreviated mixed upper/lowercase text. This report is for informational purposes with no guarantee of accuracy. See NASA's ASRS site for official report.