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Booze, Glorious Booze! Bill Wolchock and Prohibition in Manitoba
Ed. introduction: This story was originally published to our website in October, 2023, but it resonated so much with readers – who have continually told me they enjoyed it so much, I’ve decided to bring it back to our Home page every once in a while. It has received an astounding number of views since it was first published – over 10,000 – making it the most popular story ever published on this website.
To explain, last September, I began what turned into an unexpectedly amusing dive into a part of our Jewish community’s history that is endlessly fascinating to me when I wrote about a book that was published in October titled “Jukebox Empire: The Mob and the Dark Side of the Amerian Dream.”
That book is about someone by the name of Wilf Rabin, who was originally Wilf Rabinovitch. Rabin was born in Morden, but moved to Chicago as a young man. Eventually he became involved in the juke box business – a business which was ripe from the outset for exploitation by criminals, especially the Mafia, as juke boxes spun out huge amounts of cash that were never reported to tax authorities.
In the course of writing my article about that book, I mentioned several other Jewish characters who preferred to make their money illegally. I also referred to someone whose name was spelled “Bill Wolchuk” in a book about Winnipeg’s North End, but I made the mistake of saying “Wolchuk” wasn’t Jewish.
Boy, did that unleash a torrent of corrections from readers. It was made quite clear to me that Bill “Wolchock” was very much Jewish – and that he was practically a legend in this town.
Then I received a phone call from reader Arnold Rice, who told me that he had in his possession an article from a December 2, 2002 Winnipeg Free Press about Bill Wolchock. Arnold offered to loan me the article, but I declined, saying I could probably find the article on the Winnipeg Pubic Library digital archives.
That I did – and when I scanned the article, which was written by a former Free Press writer by the name of Bill Redekop, I thought to myself: Here’s the perfect article for our Rosh Hashanah issue: It’s much too long to ever fit into any other issue – and the theme will likely resonate with many of our readers who might consider atoning for their sins on Yom Kippur.
In any event, I was able to get in touch with Bill Redekop and I obtained his permission to reprint the article in full (for a fee, of course). It turns out the article forms a chapter in a book written by Redekop in 2002, titled “Crimes of the Century – Manitoba’s Most Notorious True Crimes.”
I told Redekop that I was actually able to find the book on Amazon – much to his amazement, but that it was also available at several branches of the Winnipeg Public Library. Now, it wasn’t easy transcribing that chapter of Redekop’s book, but I thought it might prove delightful reading for many of our readers.
So, here goes: The story of Manitoba’s greatest bootlegger – Bill Wolchock – someone whose success was on a par with that other great Jewish bootlegging family: the Bronfmans. (Wolchock, however, liked bootlegging so much that he turned down the opportunity to go straight, unlike the Bronfmans. Can you just imagine how much the Combined Jewish Appeal could have benefited from a “straight” Bill Wolchock? And what of all the buildings that would have been named after him – and honours he would have received from our Jewish community, if he had only decided to emulate the Bronfmans?)
A pair of employees talking on the floor of the CNR shops in Transcona sounds like an unlikely launch to the biggest bootleg operation in Manitoba history.
It was the early 1920s under Prohibition. Leonard Wolchock, 74 son of bootlegger, Bill Wolchock, tells the story.
“Sonny (nickname), a CNR boilermaker one day came up to my dad, who was a machinist with the railway and asked if he could make a part for him. “What’s it for?” my dad asked. “It’s for a still,” Sonny said. Sonny was making stills for farmers out in the country. My dad said, “Sonny, you want to make a still? I’ll make you a still and we’re not going to fool around!”
What began as a still to make a little booze for themselves and friends during Canada’s Prohibition certain soon turned into something much bigger. The two CNR workers realized there was an insatiable thirst for their product. “I don’t think dad planned to be in the business for a long time. It was just going good,” said Leonard.
“Before you know it, my dad was making big booze. He could knock out almost 1000 gallons a day. He wasn’t one of these Mickey Mouse guys making 10 gallons like in the country, like in Libau and all these places. And as time went by, he became very big.”
Sonny and Wolchock parted ways when Wolchock quit the railway to work full-time at alcohol production, but other partners came on side. Every one of them was the same: blue collar men like Wolchock who made a living with their hands.
During Prohibition in the 1920s, Bill Wolchock ran the biggest bootlegging business in Manitoba. He was producing tens of thousands of gallons of 65% overproof alcohol – 94% pure alcohol.
Later, after his business took off, Wolchock shipped almost exclusively to the United States and mostly to gangsters. He stored illegal in farmers’ barns from the village of Reston in southwestern Manitoba to the village of Tolstoi in southeastern Manitoba. He stored illegal booze in a coal yard that used to be on Osborne Street in Winnipeg; in a large automobile service station in St. Boniface;. and in a St. Boniface lumberyard. He stored booze in a Pritchard Avenue horse barn. Those are just some of the known locations.
At the height of the Great Depression, Leonard estimates his father employed as many as 50 people who would not have been able to put food on the table otherwise. “They all had families, they all had houses, they all could put groceries on the table, thanks to the illegal business,” said Leonard.
Crooks or entrepreneurs?
Wolchock’s story has euded historians all these years. When Wolchock was finally caught and sentenced to five years in prison for income tax evasion, the Second World War was on, and his case didn’t get the publicity it might have otherwise. Besides, the Prohibition era had been over for more than a decade and was old news. Wolchock hadn’t gone straight like the whiskey-making Bronfman family, but had continued to bootleg long after Prohibition had ended.
Leonard Wolchock told the story of his father and a gang of North End bootleggers for the first time for this book. The story was checked against news clippings from the period.
Wolchock owned at least two large stills in Winnipeg. A huge four-story still operation in a building that was in the 1000 block on Logan Avenue, just east of McPhillips Street, that produced up to 400 gallons a day; and a huge still in a building that used to be on Tache Avenue, about 300 meters west of the Provencher Bridge on the river side. He also had smaller stills, often in rural locations and owned portable stills. He moved around from barn to barn outside Winnipeg to elude police.
Wolchock never considered what he was doing wrong, said his son. He thought the governments were wrong. People were going to find a way to drink one way or another.
“My father was a manufacturer. He was filling a niche market. I’m not ashamed of anything he did,” said Leonard.
Even the police chief who lived just five doors down from the Wolchock home at 409 Boyd Avenue would drop in regularly for a friendly drink. The fire commissioner, who lived one street over on College Avenue and three houses down, was another thirsty visitor. Granted, Wolchock ran a little import liquor businesses as a front, which was legal at the time, but Leonard has little doubt the authorities knew what his father’s main source of income was.
“The chief of police knew what my father was doing, and the fire chief was over at our place all the time!” said Leonard.
When the RCMP finally moved in on his father for income tax evasion, it was a measure of the respect for Wolchock that he was never arrested. Police called his dad with the news, said Leonard. “The police chief phoned up and said, ‘Bill, I want you to come down.’ They never sent anyone to get him.”
Booze, glorious booze! Was it more glamorous in Prohibition when it was illegal, or was the illegal liquor trade more harmful by turning otherwise law abiding men into criminals? Was illegal liquor more dangerous to your health (alcohol poisoning), and did concealed drink drinking lead to more serious drinking problems?
While both Canada and the United States brought in Prohibition, there was a great gulf in how Prohibition played out in the two countries. Like a typical Canadian TV drama, Prohibition was more shouting than shooting in Canada. In the United States, it was more shooting. Much more.
Corpses in the gangster booze wars in the US were rarely found with just one or two bullets in them, but four, five, eight. Gangsters adopted the submachine gun invented by John Thompson in the 1920s, variously dubbed the Tommy Gun, Chopper Gat, and Chicago Typewriter. Frank Gusenberg took 22 bullets in the famous St. Valentine’s Day Massacre in Chicago, when Al Capone’s men disguised as police officers lined up seven of George “Bugs” Moran’s men against a warehouse wall and opened fire. One creative reporter at the time wrote the machine guns “belched death.”
These two news stories from a single September day in 1930 on the front page of the Manitoba Free Press are typical:
Detroit, Michigan: “An unidentified man was killed tonight by two assassins, armed with sawed-off shotguns who stepped out of an automobile, fired four charges into the body of their victim and escaped in the auto. It was the third gang killing of the week here.
Elizabeth, New Jersey: “Twelve gunmen waited in ambush within Sunrise Brewery here today, disarming a raiding party of seven dry agents and shot and killed one of the invaders.” One federal agent was found shot eight times. “The gangsters, who apparently had been forewarned of the raid, than escaped.”
There are likely several reasons why Canada didn’t go the gangster route. One, there were more loopholes in Canadian law to get liquor if you wanted. For example, you could get a prescription for “medical” brandy. Two, we have never been as gun-happy as the Americans. And three, our Prohibition didn’t last as long. Prohibition in the U.S. ran from 1920-1933. In Manitoba, Prohibition started in 1916 and ended in 1923.
While Canada didn’t have the gang wars like down south, it did become the feeder system, the exporter, the good neighbour and free trader to the U.S. for liquor. Our Prohibition was winding down just as American Prohibition was getting started in 1920. How fortuitous for an enterprising bootlegger! Manitobans could legally buy liquor from the government and run it across the border into the hands of thirsty Americans.
And being neighbourly, we did. One of the major gateways was the Turtle Mountains in southwestern Manitoba. Booze poured through the hills, said James Ritchie, archivist with the Boissevain and Morton Regional Library.
“A longstanding tradition of smuggling through the Turtle Mountains already existed before Prohibition. People had already been smuggling things across for 50 years or more, so alcohol was just more item of trade,” Richie said.
Minot, North Dakota, of all places, was a gangster haven and was dubbed “Little Chicago” back then. A railway town, it served it as a distribution hub for liquor coming in from Manitoba and Saskatchewan.
The 65-kilometer border of Turtle Mountain Hills is carved with trails every few kilometers so there was no way a border patrol could close down the rum running, said Richie. Many of the trails were simply road allowances where a road hadn’t got built. “If you tried to cross anywhere near Emerson, where it’s so flat, the custom guard could see your car coming from 10 miles away. You can’t do that in the Turtles. The custom guard can’t see you from 500 feet away,” said Ritchie.
Many a poor southwestern Manitoba farm family augmented their income with a little rumrunning. They could buy a dozen bottles every two weeks, the government-set allotment for personal use, and sell it for profit just a few miles away. “Prohibition created an economic opportunity for a lot of families,” said Ritchie.
But it was small trade compared to what the Bronfmans would do. Ezekiel and Mindel Bronfman arrived in Brandon in the late 1800s. The 1901 Canada Census lists them as residents of Brandon, along with their children, including Harry and Sam. It was after the Bronfmans had moved to Saskatchewan that they began selling whiskey to the United States in the 1920s. They exported whiskey by the boxcar-load. They later moved to Brandon briefly, where they continued the rumrunning before finally setting up in Montreal.
Meanwhile, Winnipeg was the bacchanalia of the West prior to Prohibition, as the late popular history writer James H Gray, liked to say. By 1882, Winnipeg had 86 hotels, most of which had had saloons. It also had five breweries, 24 wine and liquor stores (15 of which were on Main Street), and 64 grocery stores selling whiskey. The population was just 16,000.
When government turned off the tap, Manitobans went underground. Private stills sprang up everywhere. Ukrainian farmers were famous for their stills and acted as engineering consultants for the rest of the community. The Ukrainians seemed to have an inborn talent for erecting the contraptions, and some stills made the old country potato whiskey. In Ukrainian settlements like Vida, Sundown, and Tolstoi someone’s child was always assigned the task of changing the pail from under the spigot that caught the slow dripping distilled whiskey.
Even Winnipeg Mayor Ralph Webb, who had an artificial leg and was manager of the Marlborough Hotel, campaigned for more liberal liquor laws. Webb wanted to attract tourism by promoting Winnipeg as “the city of snowballs and highballs.”
The United States was interested in the Canadian experiment with Prohibition and summoned Francis William Russell, president of the Moderation League of Manitoba, a group that opposed Prohibition, to a U.S. Senate committee in Washington in 1926. Russell said Prohibition simply resulted in the proliferation of stills in Manitoba.
Arrests for illegal stills rose from 40 in 1918, two years into Prohibition in Manitoba, to 300 by 1923. “We found that the province of Manitoba was covered with stills,” he said. He claimed Prohibition hadn’t stopped drinking, it had just kicked it out of the public bar and into the home where it wreaked havoc on families.
One of the strangest still stories took place in the RM of Springfield, just east of Winnipeg, when an RCMP officer and a Customs inspector came across a “mystery” shack. Sure enough, they found a still inside and went in and began dismantling the evidence. Unknown to them, the owners arrived, saw what was going on, and set fire to the shack with them in it. The agents escaped the flames in time, but so did the arsonists, and no charges were laid.
Yet historical accounts only mentioned small stills in Manitoba. Some historians concluded there was no major bootlegging out of Winnipeg, just small neighbourhood and homestead stills. The story of Bill Wolchock shows that not to be true.
Winnipeg had two large thirsty markets in its vicinity: the Twin Cities, St. Paul and Minneapolis in Minnesota, and to a lesser extent, Chicago, Illinois.
St. Paul was a nest of gangsters. John Dillinger, Baby Face Nelson, Machine Gun Kelly, and Ma Barker and her sons, all took refuge in the city at one time or another. The person who ran the underworld in St. Paul was gangster Isadore “Kid Cann” Blumenfeld.
Chicago, of course, was the gangster capital of North America, controlled by Al Capone.
Capone was just 25 years old when he controlled Chicago. It does seem that Prohibition brought many young people into crime. Another Chicago bootlegger, Hymie Weiss, was gunned down by Capone’s men at the tender age of 28. “Hymie Weiss was not Jewish as his name suggests, but Catholic. His real name was Wajciechowski, and Hymie was a nickname.)
Wolchock and his partners were in their early twenties when they started selling booze. Wolchock shipped pure alcohol to both the Twin Cities and Chicago, but more so to Minnesota. When his son Leonard attended a convention in Minneapolis years later, he was feted by a gangster-looking character who recognized Leonard’s resemblance to his father. The gangster offered to foot his bill.
Wolchock Sr. Also sold to Duluth, Minnesota, and to Alberta distilleries. It’s also likely he was also shipping to Minot, since he was storing alcohol in barns in southwestern Manitoba. His business was selling to other manufacturers who brewed the pure alcohol into liquor. He would get rich from it.
Archibald William Wolchock was born in Minsk, Russia, which is now in Ukraine, in 1898, and came to Winnipeg in 1906 with his parents. He grew up and married and lived at 409 Boyd Avenue, at the corner of Boyd and Salter Street. Wolchock wasn’t a gangster, but he sold to them. Leonard believes his father likely dealt with Kid Cann in the Twin Cities, who ran the illegal liquor business there. “My dad did a lot of business in St. Paul,” said Leonard.
Most of what Leonard knows about his dad’s business was told to him by friends and associates of his dad. His father followed the code of the day and kept his business and home separate. Wolchock had a simple rule for his son if people should ask about his work: he would press his index finger to his lips.
While at Assiniboia Downs a man once approached Leonard and said he knew his dad. This sort of thing happened a lot in Leonard’s life because he resembled his dad.
“The guy was a railroader,” Leonard related. “He said, ‘I knew your dad. We stole a train for him once. I said, ‘Get out of here.’ He said, ‘Listen, your dad said he had a big shipment going to Chicago that he couldn’t deliver by car. I told him, ‘Don’t worry, Bill.’ The man said a crew of four, including a brakeman, pulled an engine and three box cars over at Bergen cut-off and loaded them with alcohol. The alcohol, when it went by rail, was shipped in 45 gallon drums. Somewhere along the track, the railway men switched the cars over to the Soo Line track that went to Chicago. When the payoff came, Wolchock showed up at a secret location and dished out $100 bills like playing cards to the railroaders.
The Bronfman family knew about Wolchock and Wolchock, of course, knew about them. Wolchock was friendly with the Bronfman brother-in-law, Paul Matoff, who ran Bronfman stores in Carduff, Gainsborough, and Bienfait, Saskatchewan where he sold whiskey to American rumrunners. On October 4th, 1922, Matoff took payment from a North Dakota bootlegger. Shortly after a 12-gauge shotgun blast killed him instantly in the railway station. The murder was never solved.
“Matoff told my dad, ‘Bill, your market is in the States,’” said Leonard.
Another time a friend of Wolchock Sr., nicknamed Tubby, took Leonard aside. They bumped into each other at the hospital, where Wolchock was dying. “Tubby said he and his brother had a truck, and one day my dad called and asked if they had a tarp for the truck. They said, yeah, so dad said, “Go to such and such place, back up your truck, don’t get out, don’t look in the mirror, don’t do nothing. Someone will put something in your truck. Then go to this address and do the same. Don’t get out, don’t look in your rearview mirror, don’t do nothing.’ That’s how business was done.”
Wolchock was always a sharp dresser and wore suits and long overcoats. His shirts were specially made by Maurice Rothschild’s in Minneapolis and monogrammed AWW across the pocket. His suits were made in the Abe Palay tailor shop that used to be on Garry Street across from the old Garrick Theater. “My dad wore a fedora because he was bald,” said Leonard. One of Wolchock‘s favourite hangouts was the Russian Steam Baths on Dufferin Avenue, where he went Wednesdays and Saturdays.
When that closed, he and his bootleg pals went to Obee’s Steam Baths on McGregor near Pritchard.
Wolchock had a chain of people with various trades and skills on the payroll and always paid well. For example, he had agreements with several tinsmiths to make him the gallon cans to put the alcohol in when it was being smuggled by car.
One tinsmith told Leonard he used to make $200-$400 per week moonlighting for his father. He earned $30 a week on his day job as a tinsmith.
The gallon cans would be put in jute bags and tossed in the back of a car. The drivers would go across the border at small town points like Tolstoi and Gretna.
Border security back then wasn’t like it is today.
Wolchock couldn’t buy anything in bulk, like the sugar to make the alcohol or the cans to put the liquor into, because it would attract too much attention. So he had deals all over the place. He had a deal with a major local bakery, which used to have a central bakery and stores around Winnipeg, to supply him the sugar. He also had a deal with a bakery out on the West Coast.
Wolchock even had deals with hog farmers to get rid of the mash from alcohol production, which makes an excellent feedstuff for livestock. He had drivers and sales agents. He had a chemist on the payroll.
Wolchock also had two or three henchmen. They carried guns in shoulder holsters and hung around the family, but they were the only business associates that ever came to the house. “My dad lived a normal life. We sat and listened to hockey games, but he had strong-armed men around if there was any trouble,” Leonard recalled.
“My dad wasn’t a run-around,” said Leonard. “He was a family man. He was home for lunch and dinner all the time.”
Wolchock also had a friend highly placed with the federal excise office in Winnipeg. His name cannot be revealed here. He also had a highranking local bank official who helped him, but Leonard also doesn’t know in what way. Wolchock once gave his sister $30,000 to deposit in a bank, but that’s all Leonard knows about the transaction. Later in life, Leonard once asked the banker, a big gruff man who always smoked a cigar, what his arrangement was with his father. “None of your f-ing business,” the banker snapped.
One of the problems for Wolchock was where to put the money. He made piles of money, but he couldn’t deposit it in the bank like everyone else because he couldn’t explain to authorities how he made it. Leonard thinks he stashed it, but doesn’t know where. While the family didn’t live ostentatiously, perhaps because that would have attracted attention, they always had money at a time when most people didn’t. “People were dirt poor. There was no money around,” said Leonard. All four of Wolchock ‘s sons received vehicles when they were old enough to drive and all would later get houses when they left home.
One of Wolchock’s hobbies was collecting racehorses with names like Dark Wonder, Sun Trysts, Let’s Pretend. “My dad had a stable of horses in the early days to just get rid of the money,” said Leonard. Leonard’s mother Rose used to travel to watch the horses race at major racetracks in California and Hastings Park in Vancouver. Other enterprises Wolchock invested in included buying a ladies’ garment factory and the Sylvia Hotel in Vancouver. Leonard believes his father may have been a millionaire by the time he married Rose in 1927. Leonard was born the next year. “My mother’s family was poor. Dad gave them lots of money. He paid for everything. Money was of no consequence.”
His parents regularly took vacations in Hot Springs, Arkansas, which was sort of a racketeer tourist destination at the time, with legal gambling introduced thanks to gangster Meyer Lansky. It also had bath houses with natural hot springs. For some reason, racketeers had a thing for steam baths and hot springs.
Leonard claims – and insists it’s true – that his father would carry around $15,000 on him all the time. He once walked into a car dealership on Portage Avenue where McNaught Motors is now and bought a Cadillac on the spot with cash. “I never saw my dad with a wallet. All he had was a roll of bills with an elastic around it.”
Everything was in cash. For his bootlegging business Wolchock would buy six to eight cars at a time for his rumrunners to transport booze. He bought the cars at two Winnipeg dealerships where he had business relations. The first thing he always did with the new cars was tear out the backseat so he could fit in more alcohol. The stable of cars was parked inside a St. Boniface service garage. The runners had access day and night, mostly night. They sometimes went all the way to destinations like St. Paul, but usually they would just cross the border and unload into a shuttle car driven by an American rumrunner.
Wolchock and his merry men were a crosssection of Manitoba nationalities and religious origins in the 1920s. Wolchock was Jewish, and his cohorts were a mix of Poles, Frenchmen, Scotsmen, Ukrainians, Jews, Mennonite farmers near Steinbach, and Belgians – “a lot of Belgians,” Leonard said.
Leonard doesn’t know exactly how many people it took to run a still, maybe eight for the larger ones. When RCMP busted Wolchock‘s large still on Logan Avenue in 1936, it was the largest still ever found in Manitoba. Its operations extended to all four floors and into the basement, according to the Manitoba Free Press. The building also had an office, two vehicles and living quarters on the third floor. Employees gained entrance to the living quarters through a crawl space. In the living quarters were bunk beds and cooking equipment and books. The building was empty when police raided it. No charges were laid. The building was owned by the city from a tax sale.
Even after Prohibition ended and liquor was legal, it was government-controlled in Canada, so good money could still be made in bootlegging. The Bronfmans had managed the tricky business from illegal bootlegger to legal distiller, but not Wolchock. Like most law breakers, he didn’t quit while he was ahead.
RCMP finally charged Wolchock after customer Howard Gimble of Minneapolis got caught and ratted on him. Gimble was the key witness against Wolchock. The Manitoba Free Press reported that RCMP had tried been trying to nail Wolchock for years before Gimble gave them their break.
The charge was conspiring to defraud the federal government out of income tax moneys on liquor sales. The RCMP claimed he defrauded the government of $125,000, but that that was just a figure plucked out of the air, based on the scale of operation from a single portable still. The jury was locked up for the 10-day trial because of previous suspicions of jury tampering. Gimble told the court Wolchock had a portable still he moved from farm to farm near Winnipeg. RCMP found the still on Paul Demark’s farm in Prairie Grove, now a bedroom community at the end of Ste. Anne’s Road, just past the Winnipeg perimeter. But Gimble told the court Wolchock also used the still on the farm of Abraham Toews near Ste. Anne on Dave Letkeman’s farm just southeast of Steinbach, and in Jay Kehler’s barn one mile west of Steinbach. Court was also shown pictures of warehouses and buildings around Winnipeg, including St. Boniface, used in Wolchock ‘s illegal liquor business. Gimble also alleged Wolchock operated another still on a farm near Stonewall. He said it produced five thousands of gallons of alcohol that summer of 1940.
Wolchock and seven of his partners were convicted, but it took three trials. The first trial was declared a mistrial due to suspicion of jury tampering. In the second trial proceedings were halted when Wolchock required a hernia operation. Finally, he was sent to jail.
He got five years in Stony Mountain Penitentiary, and that was before there was such a thing as parole. It is the most severe sentence ever laid in Manitoba history for a liquor offense. Up to that point in March of 1940, no one had received more than an eight-month sentence for liquor offenses in Manitoba. Also convicted and sentenced were Ned Balakowski, three years; Ben Balakowski, eight months; Frank McGirl, eight months; Jules Mourant, one year. Sam Arborg, Eugene Mourant, and Cass Morant each received suspended sentences.
After serving his time, Wolchock remembered the people who helped him in prison. A prison guard at Stony Mountain named Mr. Anderson was always kind to Wolchock. When Wolchock finished his prison term, Leonard was sent out every Christmas over to the Anderson household to deliver food and presents.
Wolchock Sr. also gave generously to the Salvation Army. “He was a great guy to the Salvation Army because the Sally Ann was very good to him in jail,” said Leonard. His father also saw to it that Leonard took Jewish dishes to the Jewish prisoners in Stony Mountain on the high holidays.
He had money left when he got out of jail but the cost of lawyers for three trials drained a lot of it. Wolchock paid everybody’s legal fees. His wife Rose managed their family of four young boys while he was in prison for five years, and Wolchock, when he got out, bought the home then called Bardal Estate, formerly owned by Winnipeg Funeral Director Neil Bardal. It’s a large clapboard house at the end of Hawthorne Avenue in North Kildonan, along the river on what is now named Kildonan Drive. “There was a fireplace in every bedroom,” Leonard recalled. Wolchock also had money to buy a little company, Canadian Wreckage and Salvage.
But the money wasn’t anything like he was used to and, after a couple years, Wolchock called his old mates together for a meeting. He wanted to make one last batch. Who was in? So the men walled off a portion of the Bardal’s home basement. Two of Wolchock’s close friends were bricklayers – and they constructed a still behind the wall. There were no neighbors on Kildonan Drive at the time, so there was no one to detect the smell from alcohol production. The men made the alcohol, distributed to people they could trust, and dismantled the operation. Then they rode off into the sunset.
“The old man had a bundle of money and he dished out to everyone. Louis went to Sudbury and got a 7-Up franchise; Charlie went to California and bought a liquor store; Benny G bought a trucking company; Benny B moved to Vancouver; Ned went back to work.” There were others involved, but Leonard doesn’t know what became of them. Other partners had already taken their money and invested before the RCMP arrest: Johnny B moved to Vancouver and bought a furniture store; Fred S bought a retail fish store in Winnipeg that still exists today under different owners; another partner went into the hotel business.
And Wolchock? “My dad started Capital Lumber at 92 Higgins Avenue with a partner,” said Leonard. “He didn’t make money like in the past, but he still called the shots and had a successful little business.”
That was Prohibition.
“There was honour among men. Back then, your word was your bond. Nothing was written down. Everything was a handshake,” said Leonard.
“My dad came to this country and he always called it the land of milk and honey. He always said that. He said it after he got out of prison, too. He was never bitter.”
Archibald William Wolchock died in 1976 at age 78.
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.
Features
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.
Uncategorized
Volatility, Hit Frequency, and RTP: Why the Number Casinos Advertise Is the Least Useful One
The return to player percentage looks clean as a casino data point. It gives players a neat number, usually around 94% to 97% for many online slots, and that number feels easy to compare. A 96.5% game appears better than a 95.2% game. The problem starts when players treat RTP as a forecast for their next 50 spins or one evening.
You may find the RTP listed on slot pages on a leading online casino in Ontario, but the number only tells part of the story. Two games can share the same RTP and create different sessions: one may return small wins often, while the other may drain a balance before one bonus round changes everything.
The RTP Trap
Return to player (RTP) measures the theoretical share of total wagers a game returns across a very large number of rounds. In plain terms, a 96% RTP slot returns about $96 for every $100 wagered in the long run. That does not mean one player who deposits $100 should expect $96 back.
The trap sits in the word “theoretical.” RTP comes from the game’s math model. It works across huge samples, not personal sessions. A player can finish far above that percentage, far below it, or with nothing left after a short run of poor results.
Is it useless then? No, RTP can still help. It gives a baseline cost of play. Lower-RTP games cost more on average than higher-RTP games. Still, once a game passes a reasonable threshold, the next question matters more: how does it distribute that return?
Hit Frequency: The Number That Shapes Session Feel
Hit frequency tells you how often a game produces a winning outcome. This often misleads players because any win can count. A spin that returns $0.10 on a $1 bet may still count as a hit, even though the player lost $0.90 in real terms.
A game can feel active because symbols connect often, sounds play, and the screen keeps celebrating small returns. The balance may still fall. In many modern slots, “win” does not always mean profit on the spin.
Hit frequency answers one practical question: how much silence can you tolerate? Some players dislike long dry spells. Others accept quieter sessions because they chase bonus rounds or larger payouts.
The educational site Get Gambling Facts gives a useful distinction: RTP concerns the percentage of money returned over time, while hit frequency concerns how often a machine stops on a winning combination.
Volatility: The Risk Label Players Need More Often
Volatility, also called variance, describes how unevenly a game pays. Low-volatility games tend to return smaller amounts more often. High-volatility games hold more value in rare events: bonus rounds, premium symbols, multipliers, or jackpots.
Here is where RTP becomes less useful on its own:
- A 96% low-volatility slot may give modest returns and longer play from the same balance.
- A 96% high-volatility slot may burn through funds quickly unless the player hits a strong feature.
- A progressive jackpot game may look exciting, but it often places more value on rare top prizes.
The same RTP can hide very different risk profiles. Players who ignore volatility often blame the casino or the game when the session follows its math design.

Why the Same RTP Can Feel So Different
Picture two slots with 96% RTP. Slot A pays small wins on many spins, has a modest top prize, and rarely creates dramatic balance swings. Slot B pays less often but offers a large max win and volatile bonus rounds. The advertised return matches, but the experience does not.
Slot A may suit a player who wants a slower bankroll drop and more regular feedback. Slot B suits someone who accepts sharper losses in exchange for a shot at a heavier payout.
A Better Way to Read a Slot Page
Most slot pages give players more clues than they notice. The trick is to read the details together rather than chase the highest percentage.
Start with RTP. If two games look similar, the higher number has better long-term value. Then check volatility. If the game uses terms such as high, very high, or extreme variance, lower your bet size or expect shorter sessions. Next, look at the paytable. A huge max win usually means the game saves a lot of its value for rare outcomes.
A sensible pre-play check looks like this:
- RTP: What is the average long-term return?
- Volatility: How rough can the session become?
- Hit frequency: How often will the game show any wins?
- Paytable: Where does most value sit?
To Conclude
Casinos advertise RTP because it looks objective, tidy, and easy to rank. Players should read it, but they should not give it more authority than it deserves. For long sessions, volatility may matter more than a small RTP difference. For comfort, hit frequency may explain the feel better than the payback rate.

