ON THE ROLL OUT AT THE END OF RWY 06L THE RPTR LOST TRACTION AND THE ACFT SLID PAST THE END OF THE THRESHOLD INTO THE OVERRUN.

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LANDED AT LAX ON RWY 06L. TOUCHED DOWN AT NORMAL POINT (1000-1200 FT DOWN RWY). REVERSERS AND INITIAL BRAKING WERE NORMAL. RWY AT TOUCHDOWN WAS DRY. APCHING THE EXIT AT DEP END; IT APPEARED THAT LAST 1000 FT APPEARED TO BE SLIGHTLY WET. APPLIED BRAKING WITH APPROX 1000 FT RWY REMAINING (ESTIMATED GS 15-20 KTS). ABSOLUTELY NO BRAKING OCCURRED. ATTEMPTED TO USE NOSEWHEEL STEERING TO TURN ACFT OFF RWY AT LAST TXWY. ACFT STARTED SKIDDING. STRAIGHTENED NOSE AND ATTEMPTED BRAKING AGAIN (ANTI-SKID WAS HEARD CYCLING OVER AND OVER AGAIN). ATTEMPTED TURN AGAIN; SKIDDING RECURRED. STRAIGHTENED NOSE FOR CONTROLLABILITY AND DEPARTED RWY AT APPROX 10 KTS GND SPD. CTLED ACFT TO STAY ON HARD SURFACE AND AVOIDED MAJOR OBSTRUCTION (LARGE METAL RWY IDENTIFIER). CONTACTED LAX TWR AND NOTIFIED THEM OF POSSIBLE LIGHT DAMAGE AT EDGE OF RWY. HAD ACFT INSPECTED BY MECHS. NO MAJOR DAMAGE; ONLY A FEW MINOR MARKS ON TIRES. LAX SATISFIED. FELT THAT SMALL AMOUNT OF RAIN RAISED FLUIDS TO SURFACE AND PUT ACFT IN VISCOUS HYDROPLANING SIT. CALLBACK CONVERSATION WITH RPTR REVEALED THE FOLLOWING INFO: THE RPTR STATED THE AIRPLANE WAS A B737-300. HE HAS BEEN ON ICY RWYS BEFORE BUT NEVER AS SLIPPERY AS THIS. HE SAID THEY WERE NOT GOING VERY FAST AND EVEN IF THEY WERE ONLY GOING 10 MPH HE BELIEVES THEY WOULD STILL HAVE GONE BY THE RWY THRESHOLD. HE SAID IT ALL HAPPENED SO FAST. THERE WAS NO TIME TO APPLY REVERSE. IT WAS ALL OVER IN 5 OR 6 SECONDS. HE SAID HE WOULD GUESS HE COMMENCED BRAKING ABOUT THE 1000 FT POINT. THE CAPT DID NOT ATTEMPT TO CAUSE THE AIRPLANE TO SLIDE SIDEWAYS BECAUSE HE FELT THERE WOULD BE LESS STRESS ON THE AIRPLANE TO CONTINUE ON INTO THE OVERRUN THAN TO IMPOSE UNNECESSARY SIDE LOADS ON THE ACFT. IT HAD RAINED EARLIER ON THAT END OF THE RWY BUT NOT ON THE REST OF THE RWY. HE SUGGESTED SOME PREPARATION BE USED TO INCREASE THE COEFFICIENT OF FRICTION OR EVEN GROOVE THAT PART OF THE RWY. THERE HAS BEEN NO PROB WITH THE FAA. THE COMPANY IS STILL LOOKING AT IT. SUPPLEMENTAL INFO FROM ACN 324295: LNDG TOUCHDOWN WAS ON SPD AT THE RWY TOUCHDOWN MARKERS. THE NOSE WAS LOWERED AND 66 PERCENT N1 THRUST REVERSE THRUST WAS APPLIED. AT 80 KTS IAS BRAKES WERE APPLIED WITH NORMAL DECELERATION AND CTL RESPONSE. AT 60 KTS IAS THRUST REVERSE WAS STOWED. THE ACFT WAS NOW ABOUT 4000 FT FROM THE END OF THE RWY. ON ROLLOUT; THE TWR REQUESTED THAT WE EXIT AT THE END OF THE RWY. WITH LIGHT BRAKES APPLIED THE ACFT DECELERATED TOWARDS THE 1000 FT TOUCHDOWN MARKERS FOR RWY 24R (OPPOSITE DIRECTION RWY). AS THE END APCHED; I NOTED THE GND SPD TO BE 20 KTS. ABOUT 500 FT FROM THE END I BEGAN TO APPLY NORMAL TAXI SPD BRAKES. THE RESPONSE WAS LIGHT PULSING OF THE ANTI-SKID SYS. THEN I APPLIED MAX BRAKES WITH THE SAME RESULTS. ABOUT 5 SECONDS AFTER THE LIGHT BRAKES WERE APPLIED THE FO ENUNCIATED 'SPD.' I RESPONDED; 'NO BRAKES.' THE ACFT WAS NOT DECELERATING SATISFACTORILY BUT WAS AT A SPD WHICH THE 90 DEG TURN COULD NORMALLY BE NEGOTIATED WITHOUT DIFFICULTY. I ATTEMPTED TO TURN THE ACFT WITH NOSEWHEEL STEERING. THE TILLER WHEEL WENT FULL TRAVEL TO THE R WITH NO EFFECT ON THE PATH OF THE ACFT. I RE-CENTERED THE WHEEL AND TRIED A GRADUAL TURN WITH VERY LITTLE EFFECT. IT WAS APPARENT THAT THE ACFT WAS GOING TO OVERRUN THE RED RWY END LIGHTS. THE LIGHTS WERE NOT ILLUMINATED. THE ACFT PASSED OVER THE LIGHTS WITH HARDLY A BUMP. THE HARD SURFACE JUST BEYOND THE RWY WAS DIFFERENT FROM THE RWY SURFACE AND THE BRAKES HAD IMMEDIATE EFFECT. I STEERED THE ACFT CLR OF A LARGE TXWY SIGN TO THE R AND RE-ENTERED THE PARALLEL TXWY. THE CTL RESPONSE WAS NORMAL SO I ELECTED TO CONTINUE TO THE GATE. THE TAXI TO THE GATE WAS NORMAL. AFTER SHUTDOWN; I CALLED THE TWR AND BRIEFED THEM ON THE NIL BRAKING CONDITIONS AND THAT THERE WAS POSSIBLE RWY LIGHT DAMAGE. CONTRACT MAINT WAS CALLED TO INSPECT THE ACFT AND AN ENTRY IN THE LOGBOOK WAS MADE RETURNING THE ACFT TO SVC. THE NEXT LEG OF THE FLT WAS OPERATED NORMALLY.