Features
Bygone Winnipeg: A fictitous story based on true events: University of Manitoba Faculty of Medicine 1932-1944
By DAVID TOPPER Call me a witness. I was there and heard almost everything that’s relevant to this story.
Yet, thinking deeper, I guess you could call me a spy – well, at least, some may say that, for there was an element of skulduggery in my employment situation. It was all because of my father, who changed my name when I was born. Of course, we’re all born with a surname, but―
Wait. Let’s first go back to my grandfather, Moshe Levinstein, who was born in Russia, and who as a young man experienced a small pogrom – small in terms of later ones – which was enough to convince him to emigrate as fast as he could. Several people were killed, a house was burned down, and there was a rape – that ‘small’ event drove him to leave Russia, forever. He never looked back, even when Winnipeg, Canada turned out not to be quite the paradise he expected. Because he quickly found that anti-Semitism was endemic.
My father, Solomon Levinstein, while growing up, saw the struggle his parents went through being Jews in a Christian country (with the English majority Protestant, and the minority French Catholic), and he wanted to protect me as best he could when I was born. He wanted me to fit into the social fabric more than he ever could. And since I turned out to be a girl, there were even more barriers on my horizon – ‘closed doors,’ he called it. He told us that he was thinking about all this when I was still in my mother’s womb. You see, he liked to ‘plan ahead,’ which was another of his favourite phrases.
Oh, speaking of being in the womb: my grandmother died when my mother was eight months pregnant with me, and so I was supposed to be named some variation of Minnie Levinstein, as is the Jewish tradition. But since my father was obsessed with my fitting in better than he did, and he also wanted me to get through some otherwise ‘closed doors’ – I was named Mildred Evans. He said Evans and ‘Levins’ rhyme, and so do Millie and Minnie. It was also a nice Aryan-sounding name, “as the Germans would say,” he said.
Mind you, while growing up as Mildred Evans, I nonetheless didn’t hide my Jewishness. Indeed, I often went to synagogue on Saturday/Sabbath. But then, I also often went to church on Sunday and―
Um, I guess I need to explain that. You see, my best friend was Mary O’Brian, which tells you that she was probably Irish Catholic, which she was. Now, here’s my perspective in all of this. I was very precocious and very smart and I read a lot. I liked languages. On weekends I enjoyed Hebrew in the Synagogue and Latin in the Church. Two ancient languages, one dead except for the Christian Mass, and the other kept alive in prayer and Torah study. Plus, you must remember that Latin was still taught in schools at this time; it was part of a Liberal Arts education in the first half of the 20th century. Many universities required High School Latin for entrance to their freshman classes. As well, to me, the Mass was like an opera, with singing and those glorious organ pipes vibrating and echoing throughout the church. Mary and I, by-the-by, went to the beautiful Cathedral in St. Boniface, with the astonishing and huge Rose window. You see, there were no organs in any synagogue. And so, it was not so strange for this Jew to enjoy the Catholic Mass as a musical event. Think of Bach, a devout Lutheran, who wrote his wonderful Mass in B-minor.
Anyway, to me the Mass was a show, and it was free – well not completely free, since the church always passed around a collection basket near the end of the service – a sort of pay-what-may type thing, you could say. I remember that Mary, when I took her to her first synagogue service, was surprised that there was no collection at the end, especially since after the service there was an oneg in the social hall, with food galore. But I digress.
The service of the Mass, to me, was not entirely unfamiliar, since there were many prayers and texts that borrowed passages from what they called The Old Testament: many of the sayings of the prophets, Isaiah, Jeremiah, Ezekiel, and others. “But what about the stuff on Jesus?” you may be asking, eh? Well, you see, I read a lot of history, as I told Mary – and I must say she was shocked when I first told her this; although eventually she (well, sort of) agreed with me – well, I told her that Jesus was not a Christian, but a Jew named Yeshua, and he always was; ‘Jesus’ was the later Latinized name. He had some differences with the Jewish hierarchy at the time, along with problems with the Romans who occupied the Holy Land, so much so that they (the Romans) crucified him. It was after his death that Christianity was born, due in large part to the preaching and writing of a Jew name Saul, whose name was later Latinized to ‘Paul’ after he had a vision of the resurrected Yeshua/Jesus. Saul/Paul made a strong case for rejecting many Jewish practices (such as circumcision), so much so that his sect broke free from its Jewish root. They became known as ‘Christians,’ since Paul preached that Yeshua was the real messiah (or ‘anointed one’), which in Greek is ‘Kristos,’ later Latinized to ‘Christus.’
Mary laughed when I said that therefore you might call the birth of Christianity a Jewish conspiracy. “Oh Millie,” she said. “You’re so smart it sometimes scares me. What is going to happen to you?”
Good question.
So, what did happen to me? Well it helped being smart, that’s for sure. Very smart, indeed. But not pushy. No, not pushy or impudent in any way. Not at all. You see, I was (and still am) happy with less – a lot less than I probably could have had. Yes, I lived (and still live) parsimoniously.
Well, I got a university education with excellent grades (as you might expect) but I didn’t go any further, although I could have, and was encouraged to do so. But I saw the university system as a barrier to women. And I was not inclined to fight the system. As I said, I was satisfied with less. While still a student at the University of Manitoba, I got part-time secretarial jobs, since I was a fabulous typist and proof reader. Even before I graduated, I was offered a full-time position as a secretary in the English Department, since their long-time-serving woman was thinking of retiring. And in the end, after graduation, I got the job.
It was the best decision of my life, looking back on it. You see, in this job I could go home at 5pm to my modest house not far from the university and forget about the job until the next morning. In the warmer weather I could walk to and fro; although in the dead of winter I took the short bus ride. After all, it was Winnipeg. And at home I could read whatever I wanted. Play the piano. Do my art work: drawing (pencil and/or pen & ink) and painting (only watercolour). Listen to the radio. And I read as much as I wanted: lots of books, magazines, and newspapers. I got the New York Times Sunday edition in the mail every week; it was a bit late, of course, but there were so many articles of interest that it was a source of almost endless reading throughout the week. For example, I recently came across this quote from the famous Albert Einstein in an article about him: “Perhaps it is due to anti-Semitism that we can preserve ourselves as a race; at least, this is what I believe.” I’ve been thinking a lot lately about this, especially in light of what I am going to tell you later. Incidentally, when I was a student, there were no Jewish professors on the faculty. Even as late as the mid-1940s, there were still only four Jewish professors.
In contrast to my life, my boss’s home life was filled with lectures to prepare, and even on weekends there were papers to mark, exams to compose and later to mark. And so it went. He often told me I was fortunate to be able to start a book and just read it at my leisure, right through if I wished. He confided in me that he seldom had time to read half of what he wanted to. I believe he liked talking to me, since I was smart. He often asked my advice regarding even the content of the texts that I was typing for him. We got along swimmingly, as you might surmise. We had a very good rela―
Okay, before you start fantasizing further, let me stop you. There was nothing beyond our professional relationship. Nothing at all. Throughout the university, in all my jobs – nothing. No flirting, never. I had no affairs in those years in various secretarial positions, if that’s what you’re thinking. And here’s why: I am not attractive. I knew this in High School, and was satisfied with it. Remember, I like a simple life, and I discovered that this unattractive state makes life uncomplicated – or, at least, less complicated than it otherwise might be. I could see among my classmates in school that the (let’s call them) ‘attractive’ girls had a life that was a roller-coaster ride. Up, happy, being gleeful; down, way down, when a guy dumped them. Yes, I saw some girls get really down; had to take pills; some even admitted to hospital. I thought: who needs this crap? I don’t want those ups and downs; I want a straight ride, flat. “Yes, just flat,” as I told Mary. She laughed, “Well that’s not the only thing that’s flat for you, huh”? We both had a good laugh at that. Remember we were best friends, and each could take a joke.
So, I tell you: my so-called ‘unattractiveness’ was a gift. Which I took and ran with, you might say. Today, you see: I wear no make-up, have a simple straight hair-do extending below my ears but not touching my shoulders, wear loose and non-flashy blouses, have only skirts far below my knees, and I wear sensible shoes – namely, flats (oh, that word again). All this ensured that my relationships with the men under whom I worked at the university would remain strictly professional. Let’s put it this way. I always had a good night’s solo sleep, if you know what I mean.
Of course, this is not to say that I never had an intimate relationship with anyone, but rather that it was not with any of my bosses – and I will leave it at that, for this has gone far beyond the original topic. But – and I emphasize this – all this is not a digression, for I very much want you to know about me and my life at the University of Manitoba, so as to put this story into context and to show how and why what I am going to tell you should not only be believed, but also taken seriously.
Further, to set the stage: I got along well with my fellow all-female secretaries and other staff at the university. My plainness was interpreted as a sort of prissiness, which is not true, but they didn’t know that. As Mildred Evans, I was asked what church I went to, and I told them St. Boniface Cathedral, since I did go to it when my friend Mary and I were kids, so strictly speaking my answer was no lie. Although I know their question had a different meaning. (Incidentally, Mary is now married and living in Toronto, raising her four kids.) They then asked why I go all the way to the other city to attend church and I told them it was about the music and the organ. They understood, and asked no more.
Also, due to my modest behaviour, they questioned why I was not a nun, and it led to them jokingly calling me Sister Millie. I said there was no such St. Mildred, although this may not be true, but then what do Protestants know about saints? – since Luther, Calvin, and the others eschewed them, along with the Virgin Mary, from their theology. And speaking of joking: being ‘Sister Millie’ among these Protestants, I was in an opportune position to reprimand them when they occasionally told anti-Semitic jokes or made similar remarks. And I did. As an art-lover, I also took the occasions to lecture them on the destruction of so much art by the Protestants during the Reformation: defacing and burning paintings, smashing statues, destroying stained-glass windows, and more. They knew none of this; it was a shock to them. They were not taught such things in Sunday-school, they said.
And that brings me to the reason for telling you all this in the first place. For, as I began, I said I was a witness, or even a spy. But for what? Well, for what may be called the backroom conversations. The secret disc―
Wait, I’m getting ahead. Uh, let’s start here: After many years with the English Department, I was promoted to being secretary for the new Dean of Medicine, Dr. Warren Matthews. It began for me at end of term in late May 1932. Although the Dean’s term began in September, he occasionally came around during the summer months to bring things (books, files, and such) so that his office was ready in the fall. He got to know me a bit and seemed very pleased and comfortable with me. His wife, Eleanor, even came with him one summer day – I believe, to check me out. She was nicely dressed, looking very Anglo-Saxonish prim and proper, if there is such a thing. When she saw me, she first looked me straight in my eyes and, while she was saying some pleasantries, she panned down my body to my feet and back up to my face, and ended with a self-assured smile on her face. I passed, since I was clearly no threat to her sexuality, whatever there was of it.
I spent the summer getting adjusted to the new office, going through the files and sometimes reorganizing them my way, and changing some things around in the physical space of the office. For one thing, I preferred keeping my office door to the university closed, but with a COME IN sign, when I was there. I didn’t like the constant background noise and chatter, as well as obtrusive eyes walking past an open door. That summer, I also had lots of typing to do both for the new Dean and for others in the Department of Medicine.
By the fall, when the Dean came in for the new term, we could get right to work. And we did. We quickly developed a good working relationship. He was obviously comfortable with me, for he shortly said that I should just call him ‘Warren.’ Interestingly, he liked me keeping my door closed, since he preferred keeping his door open. He said he was a bit claustrophobic, plus he liked to hear my typing – it had a musical rhythm that he found restful. Importantly, this meant that I was privy to confidential remarks by the Dean and those who ran the administration of the university when they were in his office. In short, I was able to eavesdrop. And eavesdrop I did! And that’s why I’m telling you this.
But this spying came later. The reason I am telling you this is because of an event that took place not long after he got settled into his new office. I can still remember the day. It was first thing in the morning, and after the “how are you” etc., he told me to look at the records of students admitted to the Medical School in terms of their ethnic origin, particularly noting how many of them were Jews. “We already have too many Jews, Millie,” he said. It was a jolt, and although I’m sure I showed no visible signs of my reaction, internally I was shaken. So much so that I almost blew my cover. Yes, even as Mildred Evans, Sister Millie, it―
Well, it’s hard to explain. I was tempted, of course, to ask why, … but, of course, I didn’t. “I’ll get to it right away, Warren,” was the best thing I could say at the time, and I turned away walking toward a filing cabinet, as any loyal Anglo-Saxon secretary would do, but with shaking hands that I hid from my boss.
I found that on the application form there was a line for ‘racial origin,’ and so I was able to do my job. I discovered that throughout the 1920s there were usually about 64 students per year admitted, with 18-25% being Jewish. Other ethnic groups also came – Ukrainian, Polish, German, and so forth, but in smaller percentages. Most, not surprisingly, were Anglo-Saxon – good English stock, according to Warren. When I presented my finding to him, I added another category, and I prefaced it by saying that I hoped he didn’t think I was being impudent in doing so. It was the number of women admitted, which was very low – often none, sometimes one or two. Warren smiled and said it was fine for me to be “conscious of my sex” and he blushed after he said it. I think hearing himself saying the word ‘sex’ out-loud to me, well, it jolted him – the way, on the previous day, his word ‘Jews’ jolted me.
Subsequently, my eavesdropping elicited more examples of anti-Semitism endemic to the faculty, as he chatted in his office with other administrators, keeping his door open. They all agreed. “Too many pushy Jews.” “Since they invariably get high grades in school, if we don’t put a lid on the enrolment, soon they will all be Jews.” “If we don’t do something now, well Jews will take over the faculty.” “First the Jews and then Ukrainians or Poles.” “At least the Frenchies have their own college in St. Boniface.” And so it went – a litany of bigotry, discrimination, and prejudice straight from the mouths of the administrative faculty to the ears of Mildred Evans. At most, a few made mild queries as to the efficacy of it, and the possibility of “aggressive Jewish lawyers” filing a legal case against the practice.
In the end there was a quota system initiated for all incoming classes, keeping the Jewish enrolment low. In 1936, for example, only nine got in. In later years even fewer. Out of 60 or more students, sometimes only four to six were Jewish. Of course, this meant that Anglo-Saxon students with far lower grades than Jewish students were admitted in place of them. And this was for a school to train physicians, dealing with life and death. “Just what we need – dumber doctors,” I told my Jewish friends. You see, I didn’t hide my clandestine information. I told anyone who would listen to me. Unfortunately, where it might make a difference, I got indifference, brought on by fear. Rabbis were afraid to do anything. They went along with the quota rule. “Don’t make waves, things could get worse,” was a standard response. Yes, they went along with the quota system. “Don’t look like a ‘pushy Jew,’ at least we get the ones that we get,” I was told. “Look, honey, be happy with four to six doctors a year,” I was told to my face by a rabbi’s wife. The same thing from the Jewish establishment. The B’nai Brith was afraid to do anything because it might backfire and only make matters worse. Similarly, for the Canadian Jewish Congress, which was reluctant to get involved in this Winnipeg issue. “What wimps,” I told my friends. I did the best I could. I didn’t blow my cover.
For me this thing came to a head in 1943, when the med school again turned down many Jewish and some other ‘ethnic’ students, so as to admit Anglo-Saxon students with (in this case) not only lower grades – but they also admitted some students who didn’t even pass their university exams and thus were required to go to summer school! To me, this was the last straw. The Jewish students’ Avakah Zionist Society got wind of this and began to bring all this out into the open. They eventually got the help of a Jewish lawyer and, yes, a fuss was raised and pressure was put on the Board of the University of Manitoba.
Finally, in 1944, after a dozen years of overt discrimination, the Medical School removed the racial and religious categories in their application. The quota rule finally ended. I celebrated with my Jewish friends. And, yes, Mildred “Prissy” Evans got a little tipsy.
Speaking of celebrating. In 1949, Dr. Warren Matthews was awarded an Honourary Doctor of Laws for his dedicated service to the University. I was invited to a private party for him, but I made up some excuse as to why I couldn’t make it. You see, I was afraid that if I did go, I would not be able to control myself, and proper Mildred Evans, aka Sister Millie, would perform the very unladylike act of making a scene by copiously spitting into the party’s punch bowl.
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Features
Manitoba Has No iGaming Framework. So Where Are Winnipeg Players Actually Gambling Online?
Ontario’s regulated iGaming market hit a 91.1% channelization rate in May 2026, according to an AGCO/Ipsos study. Meaning nine out of ten Ontario players who gamble online are doing so through a licensed, registered operator. That’s a real number, and it took years of regulatory architecture to get there. Manitoba has none of that architecture. Zero. There’s no provincial iGaming framework, no registered operator list, and no equivalent to the iGaming Ontario regime that launched in April 2022. So when Winnipeg players open a browser and look for somewhere to play, they’re not choosing between regulated sites. They’re choosing between offshore ones.
For players trying to make sense of that offshore market, the most practical move is to compare no verification casinos side by side. Withdrawal speeds, licensing jurisdiction, and bonus terms vary far more than most review sites admit. A Curaçao-licensed site and a Malta Gaming Authority-licensed site can look identical on the homepage and behave completely differently when you try to withdraw CAD on a Sunday night.
Why Manitoba Is Still Waiting
The short answer: political will and provincial lottery revenue protection. Manitoba Liquor & Lotteries (MBLL) runs PlayNow.com, which is the province’s only officially sanctioned online gambling platform. It’s a Crown corporation product. Expanding regulation to private operators means cannibalizing that revenue stream, and no provincial government has been willing to absorb that trade-off yet.
Alberta moved first, announcing in 2024 that it would follow Ontario’s open-market model. The Jewish Post covered the Alberta question in its opinion piece on provincial iGaming regulation. Saskatchewan and British Columbia have their own Crown-run online products. Manitoba? MBLL runs PlayNow, and that’s where the conversation stops.
The practical consequence is straightforward. PlayNow offers a limited game library, deposit methods that exclude several major e-wallets, and. Critically. A full KYC process that requires government-issued ID before a player can withdraw. For anyone who has spent time on offshore platforms, PlayNow’s withdrawal processing feels closer to a 2009 bank wire than a modern iGaming product.
What ‘No Verification’ Actually Means
The term gets used loosely, so let’s be precise. No-verification casinos. Sometimes called no-KYC casinos. Don’t require you to upload a passport or utility bill to open an account and withdraw. Most operate on a tiered model: you can deposit and withdraw up to a threshold (often around C$2,000 to C$5,000 cumulative) without identity documents. Go above that, and they’ll ask for verification at that point.
That’s meaningfully different from a blanket “no ID ever” claim, which doesn’t really exist at licensed operators. Any site claiming zero KYC under all circumstances is either very small, unlicensed, or not being straight with you about their AML obligations.
The ones worth looking at are licensed under jurisdictions that actually enforce standards. Curaçao eGaming being the most common for Canadian-facing sites, Malta Gaming Authority and Isle of Man for the better-resourced operators. Licensing matters because it determines what happens when a dispute arises. A Curaçao license at least gives you a complaints pathway. No license gives you nothing.
The Real Variables Winnipeg Players Should Check
Withdrawal speed is where most offshore sites either earn or lose the trust. I’ve tested CAD withdrawals via Interac e-Transfer on three different offshore platforms in the last six months. Two cleared within 90 minutes on a weekday. The third flagged my withdrawal for a manual review that took four business days and required a second round of document uploads. Same deposit method, very different outcomes.
Bonus terms are the other landmine. A 100% match up to C$500 sounds good until you read the wagering requirement. Anything above 35x on slots. And some no-verification sites are running 45x or 50x. Makes the bonus money functionally worthless unless you’re grinding low-volatility games for hours. The max bet cap during bonus play is equally critical. C$5 per spin on a C$500 bonus means you need 100 spins minimum just to cycle through once, and the dead spins add up fast.
Payment method availability for Canadian players specifically is worth a dedicated check. Not every offshore site offers Interac. Some push crypto as the primary withdrawal rail, which works fine if you’re comfortable converting CAD to USDT and back. But adds friction and exchange rate risk most players don’t account for. A few have added MuchBetter and eZeeWallet as alternatives, which process faster than bank transfers and don’t trigger the same scrutiny from Canadian banks that some gambling-coded transactions do.
The Legal Position for Manitoba Players
This comes up constantly, and the honest answer is that Canadian gambling law places regulatory authority under provincial jurisdiction, meaning the federal Criminal Code doesn’t prohibit individuals from playing at offshore sites. It prohibits operating an unlicensed gambling business in Canada. Players are not operators. No Canadian has been prosecuted for accessing an offshore gambling site.
That said, “not illegal” and “fully protected” are different things. If an offshore operator disappears with your funds, you have limited recourse. If a withdrawal is declined and the operator ghosts your support ticket, no provincial regulator is going to intervene on your behalf the way the AGCO can intervene for an Ontario player. You’re relying on the operator’s licensing body, which may or may not respond in a useful timeframe.
Gowling WLG’s 2025 analysis of Manitoba’s enforcement posture notes that the province has moved against offshore operators directly. Including action against Bodog. But has taken no steps toward building a regulatory framework that would bring players back onto licensed domestic ground. The enforcement is pointed at operators, not players, and it hasn’t changed what’s available to Winnipeg residents looking for alternatives to PlayNow.
Where This Lands
Manitoba’s regulatory gap isn’t closing soon. Alberta’s framework is still being built. The realistic picture for Winnipeg players in 2026 is that offshore, no-verification operators remain the de facto alternative to PlayNow. And the quality gap between a well-run licensed offshore site and a badly run one is significant enough that doing due diligence before depositing is not optional.
Check the license, read the withdrawal terms before the bonus terms, and know your method’s processing time. The market isn’t going away; it’s just not regulated to protect you yet.
Gambling involves risk. Please play responsibly and only wager what you can afford to lose. If you feel gambling is becoming a problem, visit BeGambleAware.org or call 1-800-GAMBLER.
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Frequently Asked Questions
Is it legal for Manitoba players to gamble on offshore casino sites? Canadian federal law targets operators running unlicensed gambling businesses, not individual players. Manitoba residents accessing offshore sites are not violating federal law. However, there’s no provincial regulatory protection if a dispute arises. You’re relying on the operator’s licensing body, which may be slow or unresponsive.
What is the difference between PlayNow and offshore no-verification casinos? PlayNow is Manitoba’s Crown-run online gambling platform, requiring full KYC and offering a limited game library. Offshore no-verification casinos skip the document upload process up to a withdrawal threshold, typically run larger game libraries, and often process CAD withdrawals faster. But without provincial regulatory protection backing you up.
Are no-verification casinos licensed? The reputable ones are. Curaçao eGaming and the Malta Gaming Authority are the most common licensing jurisdictions for Canadian-facing no-KYC operators. Unlicensed sites exist and should be avoided entirely. No license means no complaints pathway and no enforceable player protection if a dispute arises.
Why doesn’t Manitoba have a regulated iGaming market like Ontario? Political and financial reasons. Manitoba Liquor & Lotteries earns revenue from PlayNow, its Crown-run platform. Bringing private operators into a licensed open market would cannibalize that revenue stream. No provincial government has been willing to accept that trade-off, though pressure from Alberta’s move toward an Ontario-style framework may eventually shift the calculus.
What should I check before depositing at a no-verification casino as a Canadian player? Four things: licensing jurisdiction, withdrawal speed for CAD specifically, wagering requirements on any bonus (anything above 35x is a red flag), and whether Interac e-Transfer is available as a withdrawal method. Crypto rails are faster but add exchange rate risk most players underestimate.
Features
A Left-wing Yiddishist in Western Canada
By HENRY SREBRNIK I recently presented a paper on Khaim Zhitlovsky, a major proponent of secular Jewish diaspora nationalism and Jewish nationhood, at the Association for Canadian Jewish Studies annual conference at York University in Toronto.
Zhitlovsky was born in Ushachi near Vitebsk in what is now Belarus in 1865. A leading architect of secular Jewish culture and thought, he was a central figure in the progressive Jewish intelligentsia of the late nineteenth and early twentieth century in Canada and the United States.
At a Jewish International Cultural Conference organized in Paris in September 1937, the Alveltlekher Yiddisher Kultur Farband (YKUF) was founded, and he was one of the supporters. As the honorary president of the YKUF in the United States, Zhitlovsky became an icon of the Yiddishist Communist movement, particularly in western Canada, where he had inspired the founding of a strong secular Yiddish school system. At the fifth Canadian Labour Zionist conference, held in Montreal in 1910, Zhitlovsky had made a plea for Yiddish schools, saying, “If you reject Yiddish, the Jewish proletariat will reject you.”
During the Second World War, the Communist-dominated YKUF became the most important ideological vehicle for the pro-Soviet Jewish movement in Canada. It included Winnipeg activists such as Dr. Benjamin A. Victor, who had come to Canada in 1912 as a child, from the small town of Zhlobin in Belarus, and grew up in Winnipeg’s North End. He and others devoted their political energies to YKUF work and by early 1941 there were three YKUF reading circles in Winnipeg.
Much of this activity was also due to the arrival in Winnipeg of the new principal of the Communist-organized Sholem Aleichem School (formerly the Liberty Temple School), Labl Basman. Victor addressed meetings, speaking about the works of Zhitlovsky and Zishe Weinper, both prominent New York-based Yiddishists and YKUF leaders.
“Dr. B.A.Victor must be counted as being one of the most important workers in the progressive Jewish cultural movement in Winnipeg, and in particular the YKUF,” wrote Basman in the Kanader Yidishe Vochenblat, the weekly newspaper of the Canadian Jewish Communists, in the spring of 1942. “Dr. Victor has always stood in the forefront of every cultural-social movement that has been progressive and in the interests of the masses.”
Winnipeg, which Zhitlovsky visited frequently over the years, was, in the words of Jack Switzer, “a Zhitlovsky fortress.” Zhitlovsky’s 75th birthday in the autumn of 1941 had been celebrated by the organization in all of its branches across the country. When he again visited Canada in April 1942, a new YKUF men’s club was named in his honour in Winnipeg. Montreal poet Sholem Shtern, in one laudatory profile, depicted Zhitlovsky’s struggle on behalf of Yiddish language and culture, against assimilationists on both left and right, and against Zionist Hebraists. “In Yiddish Zhitlovsky sees that great progressive strength which will enable it to bring into being a new era in Jewish life.”
So Zhitlovsky’s sudden death on May 6, 1943, in Calgary, while he was on a cross-Canada lecture tour, “hit us like a thunderbolt” and “brought about sadness throughout the country,” declared the Vochenblat.
Labl Basman reported on Zhitlovsky’s last trip to Winnipeg. His two lectures had been attended by some 1,300 people, and, Basman observed, “provided the progressive Jewish community with a clear and outstanding analysis of these catastrophic times.” Zhitlovsky had stressed that support for the Soviet Union was imperative; the USSR needed to emerge from the war strengthened and with a prominent role in any post-war settlement. The Soviet Union was the centre of world progress and Jews would benefit greatly from a strong USSR, since this would mean the end of anti-Semitism and the solution of the Jewish question.
Louis Pearlman of Calgary, who was cultural chair of that city’s Peretz Shule, described Zhitlovsky’s visit to the city where he would pass away, in the Vochenblat. Zhitlovsky arrived in Calgary from Winnipeg on April 28, in good spirits, and was scheduled to give six lectures over a two-week period. About 100 people turned out for his first lecture on April 30, in the Peretz Shule, on “Socialism and Religion.”
He spoke again May 2, to 150 people, on “The Spiritual Battle of the Jewish People for its Survival.” His third lecture, on May 4, dealt with Judaism and Christianity and was also well received. But a day later he had a heart attack and was taken to a hospital; he died on May 6. Pearlman accompanied Zhitlovsky’s body back to New York and attended his funeral there.
The Vochenblat reprinted Zhitlovsky’s greetings to Birobidzhan, the Jewish Autonomous Region in the Soviet far east, on its 15th anniversary, which he had released on April 25. “Our Jewish people now has two countries in which a new Jewish life is being built, a normal life” one where Jews will live in Jewish towns and Jewish cities, “just like all the other peoples on earth,” he wrote. “The two countries are Birobidzhan and Erets Yisroel.” They ought not to be seen as antagonistic alternatives, he declared. In both, Jewish life would become “normalized” and Jews would flourish.
“Every Jewish accomplishment in both countries gives us courage in the struggle for our survival, elevates the prestige of our people in the eyes of the non-Jewish world, and strengthens our desire for the complete national liberation of our people, with the complete rights and strengths of membership in the fraternal family of nations. May the Jewish nation of Birobidzhan have long life and mature in freedom!”
Of course we now know the Birobidzhan project was a dismal failure, nor was the Soviet Union the “promised land” dreamt of by the Jewish left. Perhaps an entry in the third volume of the Leksikon Fun Der Nayer Yidisher Literatur, published in 1960 by the Congress of Jewish Culture, sums Zhitlovsky up best:
“A man who adopted, abandoned, or lost interest in so many different political programs and causes; who joined, left, or drifted away from so many parties was probably destined, at least in the short run, to oblivion. At varying times, he was a sharp opponent of Zionism and a Zionist, an anti-territorialist and a territorialist, a supporter of the Jewish Labour Bund and one of its harshest critics, a Socialist Revolutionary and an apologist for Bolshevism. He was a kind of ideological nomad, forever on the move” — and so now virtually forgotten.
Henry Srebrnik is a professor emeritus of political science at the University of Prince Edward Island.
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How to Get and Compare Vehicle Shipping Quotes for State-to-State Car Transport
Every year, millions of Americans ship their vehicles across state lines, whether relocating for a new career, purchasing a dream car online, or escaping to a warmer climate for the winter. Navigating the logistics of moving a vehicle can initially feel like a complex puzzle. With dozens of carriers on the market and widely varying pricing structures, knowing how to secure and evaluate accurate vehicle shipping quotes is essential for a stress-free experience.
This guide breaks down exactly what factors influence the cost of interstate auto transport. You will learn how to evaluate your options effectively, understand the critical differences between transport methods, and identify what to watch out for when selecting a carrier. By following these insights, you can ensure your vehicle reaches its destination safely and without overpaying.
What Is Vehicle Shipping and When Do You Need It?
Vehicle shipping is a specialized logistics service where a licensed auto carrier transports your car, truck, or SUV from one location to another over long distances. Instead of driving the vehicle yourself, accumulating mileage, and spending days on the road, a transport company loads your vehicle onto a specialized trailer for delivery.
There are several common scenarios where professional auto transport makes sense:
- Corporate or Personal Relocation: Moving across the country requires coordinating moving trucks, flights, and housing. Shipping your car eliminates the cross-country drive entirely.
- Online Vehicle Purchases: If you buy a vehicle from an out-of-state dealership or private seller, auto transport provides a safe way to bring it home.
- Snowbirds and Seasonal Travel: Many retirees split their year between warmer and cooler states. Shipping a car twice a year is standard practice to avoid long, taxing drives.
- Military Permanent Change of Station (PCS): Active-duty military personnel frequently relocate on short timelines. Professional auto shipping ensures the vehicle arrives at the new base promptly.
- Classic or Collector Car Acquisitions: Buyers of rare vehicles at auctions often need enclosed transport to move their purchase without adding road miles.
Types of Car Transport: Shipping vs. Towing
Before requesting estimates, it is important to understand the different transport methods available. The industry primarily divides into standard auto shipping using large multi-car carriers and towing services, which use smaller specialized trucks for specific situations.
Here is a side-by-side comparison of the three main options:
| Cost | Lowest | Highest | Mid-range |
| Vehicle Protection | Basic (road exposure) | Maximum (fully covered) | Depends on rig type |
| Best For | Standard commuter vehicles | Luxury, classic, exotic cars | Non-running or damaged vehicles |
| Typical Delivery Time | Standard (5–14 days) | Standard / flexible | Faster for short routes |
| Availability | High nationwide coverage | Limited specialty carriers | High broad availability |
| Average Cost (coast-to-coast) | $1,000–$1,500 | $1,800–$3,000 | Varies by distance |
Open Carrier Transport
This is the industry standard and accounts for the vast majority of all shipments. Your vehicle is loaded onto an open-air multi-car trailer, similar to those used by dealerships to receive new inventory. It is highly cost-effective and readily available, making it the default choice for standard commuter vehicles.
Enclosed Carrier Transport
If you own a classic, luxury, or heavily modified vehicle, enclosed transport offers superior protection. The trailer is fully covered, shielding the vehicle from road debris, UV exposure, dust, and harsh weather. Insurance coverage limits are also typically higher with enclosed carriers, an important consideration for high-value vehicles.
Interstate Towing
Towing typically involves a flatbed tow truck or a single-vehicle hauler. This method is frequently used for non-running vehicles, accident recoveries, or short-distance moves across a nearby state border where booking a full multi-car carrier is unnecessary. Costs are more variable and depend heavily on distance and the type of tow rig required.
What Affects Vehicle Shipping Quotes?
Transport pricing is not a flat rate it fluctuates based on supply, demand, and specific logistical details. When you review estimates from various providers, the numbers will vary based on several key factors. Understanding these variables helps you evaluate quotes accurately and avoid being misled by artificially low bids.
| Industry Insight: Open carrier cross-country transport typically ranges from $1,000 to $1,500. Enclosed carrier service for the same route costs approximately $1,800 to $3,000. These figures serve as a baseline for evaluating whether a quote is realistic. |
Here is a breakdown of the variables that most significantly impact your final price:
| Distance | Short hauls under 500 miles | Transcontinental routes (2,000+ miles) |
| Vehicle Size & Weight | Standard sedan or compact car | Full-size SUV, pickup truck, van |
| Transport Type | Open carrier | Enclosed carrier |
| Delivery Timeline | Flexible window (7–14 days) | Expedited (1–3 days) |
| Seasonality | Fall and winter (lower demand) | Summer and early spring (peak season) |
| Pickup/Drop-off Method | Terminal-to-terminal | Door-to-door service |
| Vehicle Operability | Running and driveable | Non-running (requires winch/special rig) |
| Route Popularity | High-traffic corridors (CA–FL, NY–TX) | Rural or remote destinations |
Larger vehicles, such as full-size SUVs and pickup trucks, occupy more physical space on the trailer and add considerable weight. Carriers must carefully balance loads across trailer axles to comply with federal weight regulations, which is why heavier vehicles consistently attract a higher shipping fee. Non-running vehicles require special handling equipment and add time at pickup, which is also reflected in the price.
How to Get Accurate Vehicle Shipping Quotes
Obtaining reliable estimates requires more than submitting a basic inquiry. The more precise the information you provide upfront, the more accurate your quotes will be and the fewer unpleasant surprises you will encounter at pickup.
Follow this step-by-step process to get comparable, apples-to-apples estimates:
- Gather your vehicle specifications: year, make, model, trim level, and whether the car runs and drives under its own power.
- Determine your ideal timeline: your earliest available pickup date and your required delivery window.
- Decide on transport type: open or enclosed, based on your vehicle’s value, condition, and your budget.
- Request multiple estimates: contact at least three to five providers to establish the current market rate for your specific route and vehicle.
- Compare total cost, not just the base rate: ask whether the quote includes insurance coverage, fuel surcharges, and any accessorial fees.
- Verify credentials before booking: confirm the provider’s MC number and USDOT registration through the FMCSA database.
To streamline this process and ensure you are evaluating vetted, licensed companies side by side, you can gather and compare vehicle shipping quotes in one centralized place rather than tracking down individual providers manually.
Broker vs. Direct Carrier: Know the Difference
One of the most commonly misunderstood aspects of the auto transport industry is the difference between a broker and a direct carrier.
- Auto Transport Broker: An intermediary who connects customers with a network of independent owner-operators and carriers. Brokers offer wider availability and competitive pricing through volume, but you may deal with a third party throughout the process.
- Direct Carrier: A company that owns its trucks and employs its drivers directly. Communication is streamlined, and there is a single point of contact from pickup to delivery.
Neither model is inherently superior. Brokers often have better availability on difficult routes; direct carriers can offer more consistency on popular corridors. Always ask which model the company uses before committing.
State-to-State Car Towing: What You Need to Know
While standard shipping is ideal for long-distance moves, specialized towing is sometimes the more practical choice. If your vehicle has suffered a mechanical failure, sustained collision damage, or you need to move it a short distance across a nearby state border, flatbed towing provides a faster solution.
When arranging state to state car towing, there are specific legal and logistical requirements to keep in mind. Tow trucks crossing state lines are considered interstate commercial vehicles and must comply with Federal Motor Carrier Safety Administration (FMCSA) regulations, including maintaining a valid USDOT number, adhering to Hours of Service (HOS) rules under 49 CFR 395, and carrying appropriate federal insurance.
Additionally, each state along the route enforces its own rules on trailer dimensions, brake requirements, and weight limits. For example:
- Width limits are fairly consistent nationwide, generally capping out at around 8.5 feet.
- Height limits typically fall between 13.5 and 14 feet, though some states differ.
- Trailer brake requirements vary significantly: New York requires brakes on trailers at just 1,000 lbs GVWR, while Texas sets that threshold at 4,500 lbs.
- Total vehicle-and-trailer combination length limits range from around 55 feet in stricter states to 85 feet in states like Wyoming.
If your car is inoperable, meaning it cannot steer, brake, or roll under its own power, you must explicitly disclose this to the provider before booking. The driver will need a truck equipped with a specialized winch or a tilt-bed flatbed to load the vehicle safely. Failing to disclose this detail upfront will result in delays, additional charges, or outright cancellation at the pickup location.
How Insurance Works During Auto Transport
One area that is consistently misunderstood is insurance coverage during shipping. All licensed carriers are legally required to carry cargo insurance, but the details matter significantly.
- Carrier Liability Coverage: Every FMCSA-registered carrier must maintain a minimum level of cargo liability insurance. However, coverage limits and deductibles vary widely between companies.
- Ask for the Certificate of Insurance (COI): Before booking, request a copy of the carrier’s COI to verify coverage limits. A reputable company will provide this without hesitation.
- Your Personal Auto Insurance: In many cases, your existing auto insurance policy may provide supplemental coverage during transport. Check with your insurer before shipping you may already be partially covered.
- Condition Report at Pickup: At the time of pickup, the driver and you will complete a Bill of Lading (BOL), which documents the vehicle’s pre-existing condition with written notations and sometimes photographs. This document is your primary evidence if you need to file a damage claim.
- Enclosed Carriers Typically Carry Higher Limits: For high-value vehicles, enclosed carriers often carry $500,000 or more in cargo coverage, compared to standard open carriers that may carry $250,000 or less.
Red Flags When Choosing a Car Shipping Company
The auto transport industry is competitive, and while most companies operate with integrity, there are bad actors. Protecting your asset requires diligent research. Watch for these warning signs:
- The ‘Too Good to Be True’ Estimate: A price dramatically lower than the market average is almost always a lowball tactic. The carrier quotes low to secure your deposit, then demands more money before releasing the vehicle.
- No Verifiable FMCSA Registration: Every legitimate interstate carrier and broker must hold a valid MC (Motor Carrier) number and USDOT number. Verify these at the official FMCSA Safer System website before paying anything.
- Guaranteed Exact Delivery Dates: Logistics are subject to weather, traffic, and inspection delays. Legitimate providers give a delivery window typically two to four days not a guaranteed hour.
- Requiring Full Payment Upfront: Reputable companies typically collect a deposit at booking and the balance at delivery. Full payment in advance is a major red flag, especially for cash or wire transfers.
- No Written Contract: Any legitimate carrier will provide a written service agreement outlining pickup dates, delivery windows, cost, and insurance details. Verbal-only agreements offer you no protection.
- Poor or Absent Communication: If you struggle to reach a representative before booking, reaching them while your vehicle is somewhere on the highway will be even harder.
Cost-Saving Tips for Interstate Vehicle Shipping
If you are working within a budget, there are proven strategies to reduce the overall cost of moving your vehicle without sacrificing reliability.
- Keep Flexible Pickup Dates: Offering carriers a broad pickup window of 7 to 14 days allows them to fill their trailer efficiently, and they often pass savings on to flexible customers.
- Choose Open Transport: Unless your vehicle is exceptionally valuable or fragile, open transport is the most economical option and just as safe for standard cars.
- Ship in the Off-Season: Demand peaks in summer (family relocations tied to the school calendar) and in January (snowbird migration). Shipping in late fall or early spring typically yields better rates.
- Use Terminal-to-Terminal Service: Some companies allow you to drop off and pick up at regional hubs rather than requesting door-to-door service. This reduces driver time and fuel costs, which translates to a lower quote.
- Book Early: Last-minute bookings almost always cost more. Booking two to three weeks in advance gives carriers time to plan efficient routes and can reduce your final price.
- Compare at Least Five Quotes: The range between the cheapest and the most expensive quote for the same route can be $300–$500. Using a comparison platform saves time and ensures you see the realistic market range before committing.
Final Checklist Before You Ship
Before you hand over your keys to the driver, ensure everything is in order. Use this checklist to prepare your vehicle and protect yourself throughout the process:
- Wash the vehicle thoroughly so you can accurately document the exterior condition.
- Take high-resolution, date-stamped photographs of all angles, noting any existing scratches, dents, or chips.
- Remove all personal belongings, toll transponders, parking passes, and loose items from the interior.
- Leave the gas tank at approximately one-quarter (1/4) full enough to load and maneuver the car, while keeping weight to a minimum.
- Ensure the battery is fully charged and tire pressure is correct, especially for non-running vehicles being transported on a flatbed.
- Disable the vehicle’s alarm system to prevent it from activating during transport.
- Review the Bill of Lading carefully with the driver before signing. Do not sign if the condition listed does not match what you see.
- Keep a copy of the Bill of Lading until the vehicle is delivered and you have inspected it at the destination.
Making a Confident, Informed Decision
Shipping a vehicle across state lines does not need to be stressful. Once you understand how pricing works, what the different transport methods involve, and how to screen carriers effectively, the process becomes straightforward. The key steps are consistent: gather accurate vehicle information, collect multiple quotes from vetted providers, verify credentials through the FMCSA, and document your vehicle’s condition thoroughly before and after transport.
Whether you are moving across two states or coast to coast, taking the time to compare your options will save you money, protect your assets, and give you peace of mind throughout the journey.
