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# '''Sunnyvale''', approximately {{convert|2|mi}} between Fair Oaks and Bowers (overlaps Lawrence Station)
CTX also included crossover switches, which improved operating flexibility to allow trains to bypass stalled trains,<ref>{{cite press release |url=http://www.caltrain.com/news_2003_detour.html |title=Caltrain Track Work to Require Detour in San Mateo |author=<!--Staff writer(s); no by-line.--> |date=April 2003 |publisher=Peninsula Corridor Joint Powers Board |accessdate=26 March 2017 |archiveurl=https://web-beta.archive.org/web/20060318015044/http://www.caltrain.com/news_2003_detour.html |archivedate=18 March 2006 |deadurl=yes}}</ref><ref name=Cal-0308>{{cite press release |url=http://www.caltrain.com/news_2003_ctx_construction_project.html |title=Signal a "Go" for Caltrain Thanks to CTX Construction Project |author=<!--Staff writer(s); no by-line.--> |date=August 2003 |publisher=Peninsula Corridor Joint Powers Board |accessdate=26 March 2017 |archiveurl=https://web-beta.archive.org/web/20060318015343/http://www.caltrain.com/news_2003_ctx_construction_project.html |archivedate=18 March 2006 |deadurl=yes}}</ref> and a centralized traffic control (CTC) system, which allowed track signaling and switching operations to be handled from a single facility in San Jose, rather than relying on dispatched crews throwing manual switches.<ref name=Almanac /><ref name=Cal-0208 /><ref name=Cal-0303 /><ref name=Cal-0308 /> Prior to CTX, trains typically had to stop and de-board operators and conductors, who would throw switches by hand.<ref name=Cal-0405 /> Although CTC was already partially implemented near the two main terminals at San Francisco and San Jose, CTX added CTC throughout the route, and 12 signal bridges were added to the line in total.<ref name=Cal-0308 />
By November 2002, Caltrain had rebuilt {{convert|5900|ft}} of track as part of the North CTX project, which included conversion to continuous welded rail and replacement of wooden ties with concrete ties.<ref name=Cal-0211>{{cite press release |url=http://www.caltrain.com/news_2002_16th_street.html |title=North CTX Construction to Shutdown 16th Street Near Tracks |author=<!--Staff writer(s); no by-line.--> |date=November 2002 |publisher=Peninsula Corridor Joint Powers Board |accessdate=26 March 2017 |archiveurl=https://web-beta.archive.org/web/20060318013721/http://www.caltrain.com/news_2002_16th_street.html |archivedate=18 March 2006 |deadurl=yes}}</ref> Full-speed testing of track upgrades occurred over two weekends in May 2004, just before the Baby Bullet service started in June.<ref name=SFC-040514>{{cite news |url=http://www.sfgate.com/bayarea/article/Speedy-baby-bullet-trains-ready-to-roll-2759438.php |title=Speedy baby bullet trains ready to roll |author=Heredia, Christopher |date=14 May 2004 |newspaper=San Francisco Chronicle |accessdate=26 March 2017}}</ref> Crews and central control practiced overtaking slower trains and routing around delays induced by disabled trains.<ref name=SFC-040514 /><ref name=Cal-0405 />
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The revised schedule was the product of more than two hundred iterations, and added ten trains per weekday without increasing staffing because equipment was being used more efficiently.<ref name=Cal-050315>{{cite press release |url=http://www.caltrain.com/news_2005_3_15_transforming_caltrain.html |title=Transforming Caltrain: From Caterpillar to Butterfly in Three Easy Steps |author=<!--Staff writer(s); no by-line.--> |date=15 March 2005 |publisher=Peninsula Corridor Joint Powers Board |accessdate=26 March 2017 |archiveurl=https://web-beta.archive.org/web/20060318015702/http://www.caltrain.com/news_2005_3_15_transforming_caltrain.html |archivedate=18 March 2006 |deadurl=yes}}</ref> However, mid-day (off-peak) service was reduced at seven stations; trains used to stop every half hour, but the mid-day headway changed to every hour at 22nd Street, [[Bayshore (Caltrain station)|Bayshore]], [[South San Francisco (Caltrain station)|South San Francisco]], [[Broadway (Caltrain station)|Broadway]], [[Hayward Park (Caltrain station)|Hayward Park]], [[Atherton station|Atherton]], and [[Tamien Station|Tamien]].<ref name=SFC-040514 />
Riders to stations not served by Baby Bullet service complained their commute times increased because their trains slowed to allow Baby Bullets to overtake.<ref name=SFC-040707>{{cite news |url=http://www.sfgate.com/opinion/openforum/article/Baby-Bullet-fast-track-if-you-can-catch-it-2743457.php |title=OPINION: Baby Bullet -- fast track (if you can catch it) |author=Ringham, Arthur |date=7 July 2004 |newspaper=San Francisco Chronicle |accessdate=25 March 2017}}</ref> Clem Tillier noted ridership at stations not served by Baby Bullets continued to be depressed in the years following CTX implementation,<ref>{{cite web |url=http://caltrain-hsr.blogspot.com/2011/12/baby-bullet-effect.html |title=The Baby Bullet Effect |author=Tillier, Clem |date=18 December 2011 |website=Caltrain HSR Compatibility Blog |accessdate=27 March 2017}}</ref> and that elimination of Baby Bullet service under a planned 76-train schedule actually improved service quality.<ref>{{cite web |url=http://caltrain-hsr.blogspot.com/2011/04/mind-service-gap.html |title=Mind The Service Gap |author=Tillier, Clem |date=9 April 2011 |website=Caltrain HSR Compatibility Blog |accessdate=27 March 2017}}</ref> Caltrain had initially proposed trimming the schedule from 86 trains per weekday to 48 trains only during peak hours
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