Two main reasons - it can be down to the action of the braking system (particularly “clasp” brakes, which act directly on the tyres of the wheels) or the friction between the wheels and the rails on tight curves and pointwork.
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Its primary purpose is to alert persons and animals to an oncoming train, especially when approaching a level crossing. They are often extremely loud, allowing them to be heard from great distances. They are also used for acknowledging signals given by railroad employees, such as during switching operations.
most of the engines are left outside running when it's cold. Crews will usually shut them down and pull the battery switches if the temperature is above freezing.
Trains can't stop quickly or swerve. The average freight train is about 1 to 1¼ miles in length (90 to 120 rail cars). When it's moving at 55 miles an hour, it can take a mile or more to stop after the locomotive engineer fully applies the emergency brake.
a magnet on the track, when the train runs over the magnet it will warn the driver to stop; a transmission loop that tells the train the signal is red, this will trigger the train computer to apply the brake.
At night, the air near the ground can have a different temperature than air only a few hundred feet above1. This affects the transmission of sound waves. There is usually less ambient noise after dark, so the distant train sounds louder.
Rail corrugation (a periodic wear pattern resembling corrugated metal) causes tonal noise and vibration; fine, short-wavelength corrugation is known as roaring rails due to its high-pitched sound, whereas coarse, long-wavelength corrugation can cause the ground and nearby buildings to vibrate.
The mechanism of an emergency brake may differ, depending on railcar design. Emergency-braking a train (without track brakes) will give about 1.5 m/s2 (0.15 g) deceleration. The braking distance will be approximately 250 m (820 ft) at 100 km/h (62 mph) and 600 m (2,000 ft) at 160 km/h (99 mph).
What can stop a train in real life? The most common way is to use the brakes. The brakes are located on each wheel of the train and are applied by the train engineer. The engineer can apply the brakes manually or automatically.
The life expectancy of diesel-electric and electric locomotives is expected to be similar—about 25 years. Both types of motive power are subject to technological obsolescence.
CSX #8888, an SD40-2, ran away under power without a crew after the engineer incorrectly set the locomotive's dynamic brake and was unable to get back into the locomotive after it began moving.
Anyway, don't blame the engineer: They're required to blow that horn. The regulation in question is called the Final Rule on the Use of Locomotive Horns—a name that strongly implies they've had just about enough of your bitching—and it requires four blasts 15 to 20 seconds before every crossing.
The reason that trains honk their horns so much at night is because it's dark and the trains aren't so easy to see. Even though the lights are on, we sometimes can't see them coming, especially around the many blind curves near or ahead of the train station.