CPR JET SLIDES ONTO ACTIVE RWY DUE ICE; SLUSH; AND SNOW AT TEB.

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ON ROUTINE IFR TRIP CMH TO TEB. TEB WX HAD BEEN FLUCTUATING ON VISIBILITY FROM 1/4 TO 1/2 MI (SNOW); WITH CEILINGS 400-600 FT. DURING VECTORS FOR ILS RWY 6 APCH; THE CTLR ADVISED THAT THE ACFT BEHIND US IN SEQUENCE WOULD BE THE LAST; AND THAT TEB WOULD CLOSE AFTER THAT ARR. OUR CREW EXECUTED A PRECISE; STABLE ILS APCH. WE SAW THE RWY AT APPROX 150-200 FT ABOVE DECISION ALT; CONTINUED THE APCH; AND LANDED. ON TOUCHDOWN AND ROLLOUT; WE NOTICED SIGNIFICANT SNOW AND SLUSH BUILD-UP ON RWY (PREVIOUS LNDG ACFT HAD RPTED BRAKING ACTION AS 'FAIR'); HOWEVER; THE ACFT TRACKED STRAIGHT ON THE CTR OF RWY 6. AS WE CONTINUED TO DECELERATE TOWARD THE NE END OF RWY 6; I TESTED BRAKING A BIT MORE FORCEFULLY. FOUND BRAKING ACTION TO BE 'FAIR TO POOR;' AND ASKED FO TO RPT IT AS SUCH TO TWR. TWR INSTRUCTED US TO 'TURN L AT TXWY B; HOLD SHORT OF RWY 1.' WE HAD COME TO ALMOST A COMPLETE STOP; SO AS I TURNED L TOWARD TXWY B; IT REQUIRED GREATER THAN NORMAL BREAKAWAY THRUST TO MOVE THROUGH SLUSH AND SNOW. AS WE TURNED ONTO TXWY B; WE SAW THAT IT WAS SNOW/SLUSH COVERED EXCEPT FOR TIRE TRACKS OF 1 PRECEDING ACFT. (HOLD SHORT LINES NOR SIGNAGE WERE VISIBLE IN BLOWING SNOW/SNOW COVERAGE ON GND.) PRECEDING ACFT'S TIRE TRACKS S-TURNED SHARPLY AHEAD; SO I WAS DOUBLY CONCERNED WITH BRAKING ACTION. I TESTED THE BRAKES AGAIN WHILE TRYING TO REMAIN CTRED; AND OUR ACFT SLID. BRAKING HERE WAS POOR TO NIL. ONCE THE ACFT STOPPED; I REALIZED I WAS ALREADY INTO RWY 1 (EDGE LIGHTS BARELY VISIBLE). IN THE INTEREST OF EXPEDITING; I CONTINUED TO CROSS INSTEAD OF TRYING TO TURN AROUND IN SLIPPERY CONDITIONS. TWR INFORMED US OF THE ENCROACHMENT AND REMINDED US THAT RWY 1 WAS ACTIVE FOR DEPS. WE APOLOGIZED AND ADVISED WE HAD SLID ONTO RWY WITH POOR BRAKING ACTION. AT THIS TIME; PRECEDING ACFT ADVISED THEY HAD DONE THE SAME.