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A slippery runway (wet, compact snow, ice) also increases stopping distance during a rejected takeoff. Takeoff performance and critical takeoff data are adjusted to fit the existing conditions. Check the airport analysis or the PI section of the QRH for takeoff performance changes with adverse runway conditions.
Note: If there is an element of uncertainty concerning the safety of an operation
with adverse runway conditions, do not takeoff until the element of
uncertainty is removed.
During wet runway or slippery conditions, the PM must give special attention to ensuring that the thrust on the engines advances symmetrically. Any tendency to deviate from the runway centerline must immediately be countered with steering action and, if required, slight differential thrust.

737 Flight Crew Training  Manual
Forward pressure on the control column during the initial portion of the takeoff
roll (below approximately 80 knots) increases nose wheel steering effectiveness. During takeoffs on icy runways, lag in rudder pedal steering and possible nose wheel skidding must be anticipated. Keep the airplane on the centerline with rudder pedal steering and rudder. The rudder becomes effective between 40 - 60 knots. If deviations from the centerline cannot be controlled either during the start of the takeoff roll or until the rudder becomes effective, immediately reject the takeoff.

Federal Aviation Regulation (FAR) Takeoff Field Length
The FAR takeoff field length is the longest of the following:
.  
the distance required to accelerate with all engines, experience an engine
failure 1 second prior to V1, continue the takeoff and reach a point 35 feet
above the runway at V2 speed. (Accelerate-Go Distance).

.  
the distance required to accelerate with all engines, experience an event 1
second prior to V1, recognize the event, initiate the stopping maneuver
and stop within the confines of the runway (Accelerate-Stop Distance).

.  
1.15 times the all engine takeoff distance required to reach a point 35 feet
above the runway.

 

Stopping distance includes the distance traveled while initiating the stop and is based on the measured stopping capability as demonstrated during certification flight test.
During certification, maximum manual braking and speedbrakes are used. Thrust reversers are not used. Although reverse thrust and autobrakes are not used in determining the FAR accelerate-stop distance, thrust reversers and RTO autobrakes should be used during any operational rejected takeoff.
Calculating a V1 speed that equates accelerate-go and accelerate-stop distances defines the minimum field length required for a given weight. This is known as a “balanced field length” and the associated V1 speed is called the “balanced V1”. The QRH and FMC provide takeoff speeds based on a balanced V1. If either an ATM or fixed derate reduced thrust takeoff is used, the QRH and FMC, if FMC takeoff speeds are available, will provide a balanced V1 applicable to the lower thrust setting.
Takeoff gross weight must not exceed the climb limit weight, field limit weight, obstacle limit weight, tire speed limit, or brake energy limit. If the weight is limited by climb, obstacle, or brake considerations, it may be beneficial to use takeoff speeds that are different from the normal balanced takeoff speeds provided by the QRH or FMC. Examples of this include the use of:
.  
improved climb to increase climb or obstacle limited weights

.  
maximum V1 policy to increase obstacle limited weights

Copyright . The Boeing Company. See title page for details.
3.18  FCT 737 (TM) October 31, 2006

.
minimum V1 policy to increase brake energy limited weights

.
clearway or stopway to increase field or obstacle limited weights. If the takeoff weight is not based on normal balanced V1, the QRH and FMC

takeoff speeds are not applicable and the operator should provide the pilot with a method to obtain the appropriate takeoff speeds.

FAR Takeoff

manually deployed
737-600 - 737-900
Note:  The graphic above refers to dry runway conditions only. Refer to the AFM for detailed wet runway performance information.

Rejected Takeoff Decision
The total energy that must be dissipated during an RTO is proportional to the square of the airplane velocity. At low speeds (up to approximately 80 knots), the energy level is low. Therefore, the airplane should be stopped if an event occurs that would be considered undesirable for continued takeoff roll or flight. Examples include Master Caution, unusual vibrations or tire failure.
Note:  Refer to the Rejected Takeoff NNM in the QRH for guidance concerning the decision to reject a takeoff below and above 80 knots.
As the airspeed approaches V1 during a balanced field length takeoff, the effort required to stop can approach the airplane maximum stopping capability. Therefore, the decision to stop must be made before V1.
　
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