The Canadian

The Canadian (French: Le Canadien) is a transcontinental passenger train operated by Via Rail on its Western Canada service between Union Station in Toronto, Ontario, and Pacific Central Station in Vancouver, British Columbia, Canada.

Canadian Pacific introduced this service on April 24, 1955, serving Montreal, Toronto and Vancouver. In 1978, Via Rail Canada acquired the service, and, on January 15, 1990, designated the Canadian as its sole transcontinental service, between Toronto and Vancouver. The new service replaced the former Super Continental, Canadian National's flagship passenger service, and continues to run primarily over CN tracks.

In the years following World War II, passenger trains on the CP consisted of a mixture of prewar heavyweight and pre- and post-war lightweight cars, even on its flagship transcontinental The Dominion and its eastern extension, The Atlantic Limited.^{[citation needed]} While these cars were serviceable, American trains of the early 1950s, such as the California Zephyr, had already adopted streamlined all-stainless steel consists featuring domed observation cars. Following an evaluation in 1949 of the dome cars featured on the General Motors / Pullman Standard demonstrator Train of Tomorrow, CP management, including then-Vice President Norris R. Crump, resolved to upgrade its rolling stock.

In 1953, CP placed an order for 155 stainless steel cars with the Budd Company of Red Lion, Pennsylvania (a Philadelphia suburb) that included 18 rear-end dome cars (Park series), 18 Skyline mid-train dome cars, 30 coaches, 18 dining cars and 71 sleeping cars (Manor and Château series). A subsequent order for 18 baggage-crew dormitory cars brought the final to total to 173 cars: sufficient for establishing an entirely-new transcontinental service and partially re-equipping The Dominion. The interior design of these new cars was contracted to the Philadelphia architectural firm Harbeson, Hough, Livingston & Larson (a company known for its industrial designs on other prominent passenger trains such as the Pioneer Zephyr), and the resulting furnishings and pastel-shaded colour schemes were widely acclaimed.

After deciding to name the Park series dome cars after famous Canadian parks, leading Canadian artists, including members of the Group of Seven, were commissioned to paint suitable murals for these cars. When the decision was made to add budget sleeping cars, the Budd order was supplemented by 22 existing heavyweight sleepers that CP refurbished in its own Angus Shops, each fitted-out with Budd-style stainless steel cladding. To complement the new rolling stock, CP ordered General Motors Diesel FP9 locomotives to supplement an existing fleet of FP7s. Although these F-units remained the preferred power for the train, it would occasionally pulled by a variety of motive power, including Montreal Locomotive Works FPA-2s.

CP christened its new flagship train The Canadian and service began on April 24, 1955. Running time between Montreal and Vancouver was reduced from about 85 to 71 hours, so that passengers spent only three, rather than four, nights en route. Although CP competitor Canadian National Railways began its own new transcontinental service, the Super Continental, on the same day, CP was able to boast honestly that The Canadian was "The first and only all-stainless steel 'dome' stream-liner in Canada" – it was not until 1964 that the CN acquired dome cars from the Milwaukee Road.

The train operated with Montreal and Toronto sections, which ran combined west of Sudbury, Ontario. The Montreal section (also serving Ottawa) was known as train 1 westbound and train 2 eastbound, while the Toronto section was known as train 11 westbound and train 12 eastbound. Matching its streamlined appearance, The Canadian's 71-hour westbound schedule was 16 hours faster than that of The Dominion.

Although initially successful, passenger train ridership began to decline in Canada during the 1960s. Facing competition from new jet aircraft and increased automobile usage following construction of the Trans-Canada Highway, the CP cancelled The Dominion in 1966, and petitioned the government to discontinue The Canadian in 1970. Although this petition was denied, CP during the 1970s attempted to remove itself from the passenger service market. The Canadian was operated at reduced levels, with the government funding 80 percent of its losses.