Features
Do you want a challenge? Try opening a restaurant in Mexico – four different times in six years
By BERNIE BELLAN In December 2021 Myron Love wrote a story for The Jewish Post & News about former Winnipegger Megan Kravetsky.
How I happened to give Myron that particular assignment was an interesting story in itself. I had begun delivering Meals on Wheels for the Gwen Secter Centre in the summer of 2021 – which, if you can recall, was a period when we were still enduing periodic shutdowns due to Covid. As a result, the Gwen Secter Centre stepped up the number of meals that it began producing – not only for Jewish clients, but for hundreds of non-Jewish clients as well.
I wrote several times about the incredible effort that the staff at Gwen Secter put into producing what ultimately became over 600 meals a week, but that’s not the point of this story. This story is about food though, so there’s a connection.
In any event, beginning in the fall of 2021 I began delivering kosher meals for Gwen Secter on a weekly basis to a number of clients, some of whom some have remained on my list ever since.
One of those clients was a woman by the name of Joanne Field. Like most of my Meals on Wheels clients I developed a nice rapport with Joanne. One day she asked me if I’d be interested in doing a story about her granddaughter, whose name she told me, was Megan Kravetsky. According to Joanne, Megan had been operating a popular restaurant in Puerto Vallarta by the name of Blake’s Bar & Grill, and Joanne thought that readers of the paper who might be heading to Puerto Vallarta that winter would be interested in dropping into Blake’s.
As it turned out, I asked Myron Love to do that story instead of doing it myself because we were coming up to our Chanukah issue at the time and I didn’t have time to talk to Megan and write a story – but I did think that the Chanukah issue presented the perfect opportunity to let readers know about Megan and her restaurant.
That was in December 2021 and, even though my wife and I have been to the Puerto Vallarta area several times – and really love it there, what with Covid putting a crimp in travel plans for several years, it wasn’t until this year that I had the opportunity to head back to Puerto Vallarta. While I was there, I thought, I’d like to touch base with Megan and visit Blake’s myself.
Which is how I came to do a completely different type of story than I expected to write.
You see, Megan Kravetsky’s experiences in Mexico can fill a book – and a good part of that would be a horror story. Try this one on for size: Not only was her business badly affected by Covid in 2020 – just after she had moved into what was then the second location for Blake’s – after having moved from the first location because it was just too small – this past October, after having moved yet again into a different location for Blake’s in what Megan thought was going to be a great location – Hurricane Lidia swept through Puerto Vallarta and Blake’s was forced to close down.
Still, Megan persevered. She had opened another small pop-up restaurant last May called Drop Shot Chill n Grill in an area well known to many Winnipeggers who spend time in Puerto Vallarta, near what is known as the hotel zone. But, in another series of unfortunate circumstances, this time having to do with a very nasty landlady (who repeatedly cut off the electricity to Drop Shot), Megan was forced yet again to close down.
Read on and you’ll find out about the long string of unfortunate events that seem to have accompanied Megan ever since she decided to move to Mexico in 2018, but once you finish reading the story you’re bound to have an immense amount of admiration at how resilient Megan has proven to be.
Here’s some of what Myron wrote in his December 2021 story: “Three years ago, the veteran chef and restaurant consultant came across a deal she couldn’t refuse when she took advantage of an opportunity to buy Blake’s Restaurant and Bar, an established operation in Puerto Vallarta. Megan is now happily living year round in Mexico.
“Now, in truth, the former River Heights kid (Brock Corydon and Grant Park) was no stranger to the Mexican resort community. She notes that her parents, Charles (whose mother is Joanne Field) and Vivian Kravetsky, are long time seasonal residents of the city – spending six months a year there and six months in Winnipeg – and she had visited many times over the years.
“ ‘It was perfect timing,’ she says of her move to Puerto Vallarta.
“ ‘The first year was tough,’ she adds. ‘My Spanish was limited – which made it sometimes difficult to communicate with my staff. Now I am fluent.’
“Kravetsky notes that her original career goal was to become a lawyer (like her father). ‘After five years of university (the University of Manitoba), I realized that that was not what I wanted to do, she recalls.
“Instead, she earned a business degree in management and marketing and went to work in the restaurant industry. She had worked in the restaurant trade part time throughout university. Over the next 15 years, Kravetsky worked successively for the McDonalds chain, Moxie’s, the Olive Garden and Montana Steak House.”
Before I met with Megan on March 16 – at the location of the most recent incarnation of Blake’s Bar & Grill in the port area of Puerto Vallarta known as Puerto Magico, which is where passengers from cruise ships disembark, I had a chance to see for myself the damage that Hurricane Lidia had done to her restaurant. The interior was all covered with tarp, but I was able to see through a hole in the tarp. I was quite surprised to see that the restaurant itself was largely intact – tables and chairs all in place, dishes, utensils and cooking equipment all in place, but the windows to the outside were all blown out. That piqued my curiosity and became the subject of part of our conversation.
Still, as my wife Meachelle and I sat down with Megan to enjoy a beverage in a nearby coffee shop and listen to her story, I couldn’t help but be impressed by Megan’s very positive attitude. As it turns out, Megan had been in my son Jordy’s class at Brock Corydon School (of which I was not aware. Also, somewhat coincidentally, Jordy, who now goes by the name Jitendradas Loveslife, also lives in Mexico, in a town populated by New Age former hippies known as Ajijic.)
I asked Megan how she came to own a restaurant in Puerto Vallarta?
Megan explained that she had gone about as far as she could as a restaurant manger in Winnipeg. As Myron noted, Megan had worked for McDonald’s, Montana’s (helping to open their Kenaston location where she worked as a line cook), Moxie’s Bar & Grill, Olive Garden, also Famous Dave’s – all before she had even turned 30.
Megan had been traveling to Mexico with her parents and siblings for years, she told me, and fell in love with the country. So, in 2018, she took all the savings she had accumulated and bought Blake’s Bar & Grill in downtown Puerto Vallarta, which had first opened in 2006. Before she was able move to Mexico though, Megan had to acquire a residency permit – which was no easy task, she explained.
You see, in order to purchase a business in Mexico, one needs something called an “RFC” (which translates from the Spanish to Federal Taxpayers Number).
As Megan told us, “without that (the RFC) you can’t purchase cars, housing, anything. I got my residency before I moved down. You have to do your residency out of country.”
I asked her how she could become a Mexican resident while still in Canada?
She said, “You apply, you have to make a certain amount of money. So I applied three times – within a six month period. I went to Toronto twice. Applied. Denied. Both times. Went to Calgary” – and finally got her residency permit.
But, there’s something else Megan explained that made the challenge of buying Blake’s even more difficult: She wasn’t able to finance the purchase – she had to pay cash entirely – something, we were also told, is par for the course for just about any major purchase in Mexico, including houses.
But, just because Megan was able to buy Blake’s, she wasn’t able to work in her own restaurant, she told me, until she had a work permit. As she explained, “…so you get one year temporary residency, then you apply for a three year extension after that, and then after that, then you apply for your permanent residency. But temporary residency doesn’t include a work permit. That’s the biggest thing, so I had to apply for my work permit to be attached to my temporary residency.”
Megan, however, had forgotten to apply for a work permit – which she would have needed to work in her own restaurant. “But,” she explained, “then when my daughter was born (in 2019) – because she’s Mexican, I automatically became a permanent resident. So I didn’t have to wait for four years – I only waited two (to become a permanent resident)” – thus allowing her to work in her own restaurant.
Now, while Megan’s initial foray into the restaurant business was quite successful, the first Blake’s Bar was too small to accommodate the high number of customers it was attracting. As Megan put it, “the place was too small. It was a very small… very small restaurant.”
And then, in 2020, Covid hit. While Mexico had no sort of rules requiring masking in public places, it did institute rules governing social distancing – with a six feet distance required between tables. “We could only have two or three tables in at one time during high season,” Megan said.
So, in 2021, Megan moved to another location in Puerto Vallarta, in an area known as Plaza Santa Maria. Things were going really well in that new location. It had become a very popular spot for Canadians, especially Winnipeggers, as Megan made sure all Winnipeg Jets games were shown there. (Megan was in that location when Myron contacted her and she was brimming with confidence when she spoke to him about how well things were going.)
There was one major problem, however, as Megan explained: “The landowner there didn’t pay her taxes. So when you went to go take out your licensing, you have to show proof the taxes are. And if they’re not paid, then you can’t take out your licensing. And she owed back taxes of almost five years, which was over 300,000” (pesos – or about $22,000 Canadian dollars).
“And she didn’t want to pay it. So I had no choice,” Megan noted. As a result, after only one year in what had been a very successful location – even if only for a short while, Megan moved yet again, in 2022 – this time to the Puerto Magico location.
The owners of the building where Megan opened what by then had become the third location for Blake’s in only four years had induced her to move there with all sorts of promises, she said: “They had promised us numerous things that they never completed. The passport office was supposed to open upstairs two years ago. Still not open. Another restaurant was supposed to be up there. We were just alone up there. There’s nothing. They made it impossible for guests to get up the stairs. They wouldn’t fix the elevator. It still doesn’t work to this day. It’s been three years…and the whole thing with that is they don’t want to pay the electricity to have the elevator working.
“So they just made it impossible for the cruise ship people to get upstairs or any people in general to get upstairs.” On top of all that, the owners of Puerto Magico didn’t allow Megan to have any signage on the street which would have told tourists that Blake’s Bar was there.
Still, Megan might have been able to turn things around were it not for that hurricane last October. She had developed a great reputation as a restaurateur. (Just take a look at the glowing reviews on Tripadvisor for Blake’s Bar). In addition, Megan is a fantastic baker and she had opened a bakery known called Sweet Temptations Bakery Boutique next door to Blake’s in Puerto Magico. That closed too the same time as Blake’s when the hurricane hit.
You’d think, however, that notwithstanding the damage that a hurricane might have caused, it would just be a matter of time before things could have been repaired and Blake’s would have been back in business – but that wasn’t the case.
While the interior of the restaurant was left largely intact, the windows had all been blown out. So, it’s just a matter of replacing the windows – right? Or, so you’d think. But this is Mexico – and similar to the landlady who didn’t want to pay her taxes in Blake’s previous location, the owners of Puerto Magico haven’t moved to replace the windows that were blown out.
Here’s how Megan described what happened: “So, the whole thing here, after the hurricane hit, when you construct a building here, the windows and doors are property of the plaza. Doesn’t matter if you put them in, they put them in, it’s property of the plaza. You can’t leave with them. Yeah. Same with the floor. So when the hurricane came through and destroyed everything, the first thing they said to me is our insurance will cover it, our insurance is going to cover it, it’s our property.
“So we waited and waited and waited and waited and about two and a half to three months in, they said, nah, our insurance actually isn’t going to cover it. At that point, my own insurance wouldn’t cover it anymore. It has to be done within 24 hours. That’s just how it is.” (Note to readers: Anyone from Winnipeg could identify with Megan. A building burns down and a pile of rubble remains for years. A bridge closes because it’s unsafe and it sits there – unusable, but with no plan to replace it.)
Not one to let anything get her down though, Megan still had her pop-up restaurant, Drop Shot Chill n Grill. As I mentioned at the beginning of this story though, just recently that site too had to close down.
This time it was the landlady who owned the area where Drop Shot was located that forced Megan to close. While Megan leased the space for her location from an individual who didn’t actually own the land where Drop Shot was situated, he had tennis and pickleball courts there. Apparently though, the woman who actually owned the land didn’t like the loud music coming from Drop Shot – even though it wasn’t in a residential area at all.
Again, here’s how Megan described the situation: “In our contract it stated that I was allowed to have live music, barbecue, blah, blah, blah. The landowner who owns the land, who I don’t lease from, owns the hotel behind the parking where the tennis courts are. And she doesn’t like noise. She doesn’t like any noise. Yet, they have music and tennis tournaments and fairs and they have the food park and all that.
“So, during our live music, she would complain constantly, even though our music was only from 3 to 6 – that her guests, one guest in particular, couldn’t sleep – it was too loud. We always abided by the decibel restriction limit; it was never over the decibel limit.”
The story continued: “So she cut our electricity off once when we had the live music – but the second time she did it, I had a generator. She didn’t know that I had a generator going. So she had cut the electricity, but the music was still playing. So at that point she would call the ‘reglamentals’ – the bylaw officers, who would come check and she’d say, ‘There’s really loud music going on at Drop Shot.’ They would come, they would check, they’d check my permits, everything would be okay, they’d leave. That’s when I called the police on her. They’re my friends. They had a very long conversation with her… told her that it’s illegal to cut the electricity, she can’t do it.”
But, as you might expect, the landlady wasn’t about to back down. “It got to the point where she threatened the guy who I was subleasing from that if he didn’t get rid of me, she was going to get rid of everybody.
“She wouldn’t re sign the contract with him. So he’s had his tennis courts and pickleball courts there for over five years. And she said, ‘if I don’t leave, then everybody’s leaving.’ “
So, once again, Megan has had to abandon what had turned into a successful venture – but after dealing with Covid, a landlady who didn’t want to pay taxes, a hurricane, and a landlady who doesn’t like loud music, you’d have to wonder whether Megan is still willing to enter into yet another food venture?
Not surprisingly, she said she is. I asked her “How real is that? How feasible or viable?”
“Oh, it’s very viable,” she answered. “We’re just waiting on the contract to be signed.” Megan added that she has someone who she wouldn’t describe as a partner in her putative venture, but somebody “that’s going to help me.”
Throughout our conversation I had refrained from bringing up the subject that surely must be in the back of many a reader’s mind when it comes to thinking about doing business in Mexico: What about the cartels? Has Megan had any run-ins with the local cartel I wondered? (And when it comes to cartels, Puerto Vallarta is located in the state of Jalisco. Anyone who knows anything about Mexican cartels would know that the Jalisco cartel has a reputation for extreme violence.)
Megan answered though that “They’re not really that visible here… They keep it very under the table here.”
I said though that “the Jalisco cartel is notorious.”
But, Megan responded, “that’s more towards Sinaloa and Chihuahua.”
Still, given Mexico’s longstanding reputation for corruption at almost every level, I asked Megan, “Did you have to pay off people?”
She answered: No, never, never, never had to pay anybody off. You give back and then, you know, everybody takes care of each other.” She went on to describe the excellent rapport she has had with the local police, for whom she has catered a huge feast known as a “masada” every year, at which over 400 police have attended.
It’s hard to imagine someone coming down to Mexico and, within the space of only six years, opening restaurants (and closing them) in four different locations, yet still remaining optimistic that she’ll be able to open a fifth in short order.
If and when Megan does open another restaurant – I’d sure like to try the food. If the reviews she received on Tripadvisor for each of her locations are any indication, one thing Megan Kravetsky knows is how to prepare great food – and leave her customers with a thoroughly enjoyable experience.
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.
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.
