Yes, yes, and because of data.
A 737 has an anti-skid system on the brakes, which are installed on the main landing gear.
It also has thrust reversers on the engines.
These are both normally used on landing. I say normally because if you land and are exiting at the end of a long runway they might not use reverse thrust and only brake at the very end.
As to why more airplanes don’t go off the end of runways - we calculate landing distance before landing on a runway, and if it is longer than the available runway we either go somewhere else or wait for conditions to improve.
The data is based on how heavy the airplane is, the flap and brake settings to be used and the environmental conditions at the airport. This includes temperature, wind, and runway condition. The runway condition is the trickiest one. There are many ways to measure it, and getting it right can be very important.
Large commercial airports are VERY good at clearing runways of snow and debris as quickly as possible, giving us a smooth dry surface to land on. But sometimes conditions outpace the airport and things just pile up. In those cases we rely either on airport or pilot reports of “braking action.”
At smaller airports and at ones that get a lot of snow but few arrivals they sometimes send out an airport operations vehicle to go barreling down the runway, slam on the brakes and see how they work. The vehicle is calibrated, so they can come up with a number that corresponds to braking action. We can plug this number into our performance computer and calculate how much runway it will take for us to stop.
At larger airports with a lot of arrivals we rely on other pilots to report braking action. It can be reported as Good, Fair, Poor or Nil. Every airline is different, but normally Good and Fair reports are fine. When you get into Poor or Nil reports, it is time to start looking at the data carefully.
So after gathering all of the data, we calculate our landing distance versus the distance available. There are some assumptions made - you will touchdown 1500 feet down the runway, reverse thrust is normally a “bonus” and not included in calculations, etc. If the numbers are close (ie landing distance is close to runway available) we start to look for other options -a higher flap setting, a longer runway or one more aligned with the wind. Sometimes these are not available, so you have to trust the numbers and make sure you touch down in the zone and on speed.
The reason you don’t see these things happen often is because it is one of the most preventable mishaps. No one can predict an engine failure on takeoff or sucking up some birds on climbout, but on landing you have all the data in front of you and you pretty much know the outcome ahead of time. If you do things right, you will be OK. If you land long, or fast, or are late getting on the brakes…yeesh, a bad day for you.