AN MD80 EXPERIENCED NIL BRAKING AFTER LNDG AND WAS UNABLE TO EXIT THE RWY. A TUG WAS CALLED TO REMOVE THE ACFT. NO BRAKING ACTION RPTS HAD BEEN ISSUED.

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I WAS THE PM. APCHING ZZZ; WE WERE ASSIGNED RWY 22R. ATIS GATHERED; APCH PROPERLY BRIEFED; WITH FLAPS 40 DEGS AND MEDIUM BRAKES APPLIED. BRAKING ACTION WAS REQUESTED FROM TWR; AND THEY REPLIED BRAKING ACTION GOOD. LNDG WT WAS 128000 LBS. APCH PROCEEDED NORMALLY. DURING THE FLARE I COMMENTED 'THERE APPEARS TO BE MORE SNOW ON THE RWY THAN WE EXPECTED!' TOUCHDOWN WAS NORMAL AT APPROX 1000 FT DOWN; AUTOBRAKES AND SPOILERS OPERATED NORMALLY; WITH ANTI-SKID SLOWLY CYCLING. TWR ASKED IF WE COULD CLR AT TXWY C; AND AT FIRST I STATED THAT IT APPEARED THAT WE COULD MAKE TXWY C. THE FO (WHO; BY THE WAY; DID AN EXCELLENT JOB THIS ENTIRE INCIDENT; AS WELL AS A GREAT JOB FOR THE ENTIRE SEQUENCE) APPLIED MANUAL BRAKING. AT THAT POINT THE ANTI-SKID WENT INTO A CONSTANT CYCLING MODE; AND BRAKING ACTION RAPIDLY DETERIORATED DUE TO THE INCREASE OF ICE AND SNOW ON THE RWY. WE PASSED TXWY C WITH TOO MUCH SPD TO TURN OFF; AND I ADVISED ATC. THE FOLLOWING ACFT WAS SENT AROUND. ATC THEN ASKED IF WE COULD TURN R ON RWY 27; AND TAXI TO THE END. I AGAIN STATED THAT I BELIEVED SO; AND THE FO AND I XFERRED ACFT CTL. I WAS SURPRISED AT THE LACK OF BRAKING EFFECTIVENESS; AND AS I STRUGGLED TO SLOW AND CTL THE ACFT; I MISSED THE TURNOFF TO RWY 27. I BELIEVE THIS WAS DUE TO THE LACK OF BRAKING AND THE RWY/TXWY SIGNAGE BEING OBSCURED BY ICE AND SNOW. WE SLOWED THE ACFT TO A STOP AT THE END OF RWY 22R; AND ASKED TWR WHICH WAY THEY WISHED US TO TURN TO CLR THE RWY. THEY CLRED US TO TURN L ON TXWY E; AND JOIN TXWY B TO PARKING. AS I ATTEMPTED TO TURN THE ACFT L; THE NOSEWHEEL BEGAN SKIDDING; AND WAS TOTALLY INEFFECTIVE. I ATTEMPTED TO USE ASYMMETRIC BRAKING AND THRUST TO NO AVAIL; SO I STOPPED THE ACFT. I AGAIN TRIED TO TURN L; BUT THE NOSEWHEEL SKIDDED STRAIGHT AHEAD TOWARDS THE EDGE OF THE TXWY. A W WIND OF 8 KTS PROBABLY EXACERBATED THE DIFFICULTY OF TURNING L AS WELL. AT THAT POINT I STOPPED; ENGAGED THE PARKING BRAKE; AND ADVISED ATC THAT WE WOULD NOT BE ABLE TO CLR THE RWY; THAT WE REQUIRED A TUG; AND THAT WE ESTIMATED THAT THE BRAKING ACTION FOR THE LAST 2000 FT OF RWY 22R WAS NIL. THE ACFT NEVER DEPARTED THE TXWY OR PREPARED SURFACE; BUT A TAXI LIGHT HAD TO BE REMOVED BY ARPT PERSONNEL TO ALLOW THE TUG TO PUSH US BACK ABOUT 100-150 FT SO TAXI COULD BE RESUMED. THERE WAS NO DAMAGE TO THE ACFT OR ARPT FACILITIES; AND NO ONE WAS INJURED. GND GAVE US A NUMBER TO CALL AS WE WERE TAXIING TO THE GATE; AND I CALLED THAT NUMBER TO GIVE ZZZ OPS MY RPT. WHAT I WILL DO DIFFERENT IN THE FUTURE: NEVER ASSUME THAT THE RWY CONDITIONS ARE THE SAME FOR THE ENTIRE LENGTH OF THE RWY; AND DURING THE BRIEF OF THE APCH IN THESE CONDITIONS (ICY; SHORT RWY; HVY LNDG WT) TAKE NOTE OF NOT ONLY THE APCH LIGHTS; RWY MARKINGS; FREQS; MISSED APCH; ETC (AS WE ALWAYS DO); BUT ALSO THE END OF THE RWY; ITS LIGHTS; TXWYS; GEOMETRY; ETC. INCIDENTALLY; I HAVE A COPY OF THE ATIS; AND THERE WERE NO BRAKING ACTION ADVISORIES LISTED.