Features
Einstein’s Smile: A Tale of Two Pictures
By DAVID TOPPER In my previous story in the Jewish Post & News, “Einstein & Johanna: A True Tale of Tragic Comedy,’’ I began by saying that I first heard the name “Einstein” when I was around the age of 10.
So let me begin this story when Albert himself was about that same age, and he had his class photo taken on the steps of his school. This picture is one of the earliest pictures we have of him – and it’s one of my favourites. It shows his all-boys class of 52 students lined-up in five rows. Einstein is in the front row, the third from the right, and clearly one of the smallest in the group.
The unique and utterly fascinating thing about this picture is this simple fact: all the other boys are looking grimly at the camera, while little Albert is the only one with a smile on his face. Look closely: all 51 others, with hands at their sides, appear stern, anxious, intimidated, sulky, or scared; Einstein, with hands behind his back, has a cute, little, slightly impish smirk on his face – unquestionably, a look that any parent would love. Just compare the detailed picture of him with the boys to his immediate sides : the contrast, indeed, is at once stunning and amusing.
Right here, in this astounding image (a mere class photo) is the visual manifestation of the laid-back contrarian that he would become throughout his life. In this one picture, knowing what I know about him, his whole life almost flashes forward before me. So, here, I wish to share a piece of this story with you.
As reported by those who knew him, Einstein was modest and unpretentious, without an iota of conceit or arrogance, treating all people in the same manner, independently of class or rank. He spoke the same way to a president as to a janitor. He also had a hearty laugh, with a child-like twinkle in his eye. OK, all this may be a bit of an exaggeration (sounding more like Santa Claus), but variations of these traits are persistently repeated among those who knew him and reminisce about his personality. He really was a down-to-earth guy. For example, he refused to travel first-class. Even when sent first-class tickets, he sat in third-class, driving the fastidious ticket-takers crazy.
I have a second picture to talk about. But before that, I want to see what else there is about his life that I can read into his class picture. What do we know about his early life that might help us? Best to begin at birth.
Albert Einstein (1879-1955) was born in a small town (Ulm) on the Danube River in south-western Germany to unobservant Jewish parents. Although the town today boasts of his birth, he was still an infant when the family moved to Munich, where he spent his formative years. His mother, Pauline, had a deep commitment to music, and she tried to instill that affection in her young son by forcing violin lessons on him. A love of music eventually sunk into his psyche around his transition to the teenage years, and Albert carried that commitment throughout his life. He exhibited his love of music by packing his violin on trips. Serious music, to him, was confined to the works of the “classical” period of what is called classical music, especially that of Mozart and Haydn, although he would happily dip back into the Baroque and J. S. Bach.
His father, Hermann, was a businessman who could have made a lot of money at the time because he was in the electrical business (motors and dynamos, for example), which was to the late-19th century what computer high-tech paraphernalia was to the late-20th century. But, just as the “dot.com” boom and bust resulted in some winners and many losers, most who made the effort in the electrical business did not achieve success. Hermann’s business went bust.
Albert’s sister, Marie (called Maja), was born when he was age two, and she was his only sibling. Maja, in a short memoir written in the early-1920s, is a crucial source of information about her brother’s childhood; this is important because there are many myths circulating through the media and beyond about Einstein’s youth. Today, many special interest groups wish to embrace Einstein as the poster boy for their various causes. Nonetheless, Einstein was not a slow learner, a vegetarian, left-handed, nor any of a range of idiosyncrasies that you will find in special-group websites on the Internet testifying that Einstein was one-of-them. Although his parents tutored him for his first year of school, he also was not “home schooled,” for he continued through the German school system until the age of 15, when he dropped out before graduating in his final year. Yes, Einstein was a high-school dropout, but I must confess that I have not yet come across a website of “High-School Dropouts” claiming Einstein as one-of-them.
Contrary to another myth, Maja reports that her brother was not a slow learner but was “a precocious young man” who had a “remarkable power of concentration,” such that he could “lose himself…completely in a problem.” Later, for Einstein the scientist, this youthful behavior was clearly repeated – like a leitmotif, throughout his scientific life.
It’s true that Albert detested the rigidity of the German way of teaching, but he still got good grades. Yet, he did not hide his feelings about the oppressive atmosphere of the classroom, so that one teacher went so far as to tell Albert’s parents that their son set a poor example for the other students by his overt hostility. This may cast some light on the special smile on his face in our photo, for it surely reveals the contrarian attitude on social mores that he displayed throughout his life. One obvious example: think of his lack of decorum in the grooming of his hair, which began in the 1930s.
An example of nonconformity of a different kind took place in his pre-teen years when he became extremely religious and admonished his anti-religious parents for not following the rules of Orthodox Judaism. This personal obsession lasted for a few years, to the consternation of Hermann and Pauline, only to disappear right before he would have been Bar Mitzvah. (It never happened.) In his very brief autobiography, written in 1947, he says that the reason for this quick change was his discovery of science and math, and for him the accompanying realization that the Bible was untrue. The result was an intellectual and emotional transformation. He viewed the religious outlook as subjective and solipsistic, whereas the scientific viewpoint was a route to objectivity and a liberation from what he called “the merely personal” – or subjectivity. He put it this way: “Beyond the self there is the vast world, which exists independently of human beings, and that stands before us like a great, eternal riddle, at least partially accessible to our inspection and thinking.” This statement acted as a maxim for his scientific endeavours to the end of his life.
But this is not the full story of his transformation: he added a socio-political element that is rather startling and remarkable for someone around age 12 or 13. He said he came to realize that “youth is intentionally being deceived by the state through lies” and that therefore a “mistrust of every kind of authority grew out of this experience.” These are profound and troubling views for someone at an age where most boys are more obsessed with sports and girls. Does this give us a hint at a deeper meaning of the smile in Photo 1? Maybe not, he was but 9 or 10 when the picture was taken. Nevertheless, it does give us a sense of continuity from here to the unconventional citizen we know later in life.
As we continue to pursue the question of the roots of his maverick ways, we find two episodes of interest at age 15 or 16. Both were triggered by the collapse of his father’s business, and the need for the family to move from Munich to the town of Pavia in northern Italy just south of Milan, where his father’s brother had a more successful business. Since Albert was in his last year of high school, he was placed in a boarding house in Munich while his parents and sister went on to Italy without him. Alone and feeling abandoned, he sank into a deep depression and had to leave school. But he had the wherewithal to obtain a letter from his math teacher saying that he completed that part of the curriculum. This was the first episode.
The other episode, however, might not have seemed very level-headed at the time. After crossing the German border, he applied to the government to renounce his German citizenship, making him a stateless person thereafter. Some scholars believe that in order to trigger such a desperate act, something almost elemental about German society had deeply troubled Einstein. We know he had major misgivings about the militaristic features of German society as expressed in the educational system. Or was it a reaction to his father’s loss of his livelihood, and the need to leave the country? His sister, Maja, however, had a simple answer: he was avoiding being drafted into the military.
Accordingly, as a high school dropout, Albert arrived at his parents’ residence in Italy, much to their surprise and surely their chagrin. We have no documentation about the inevitable confrontation between him and his parents, but we can be sure that there was a dispute around the question of what he was going to do with the rest of his life. We, of course, know the answer, in the long run. But even in the short run, there was some hope.
Let’s return to that letter in Albert’s pocket when he left Munich, and back up a few years to the non-Bar Mitzvah around age 12 or 13. The unperformed religious transformative rite was replaced by a different revelation – as mentioned, he developed a zeal for science and in particular the logical rigor of mathematical reasoning. Specifically, he was given a primer on geometry, and he devoured it – even trying to prove some theorems before he read the proofs in the book. The logical way that mathematical reasoning produced eternal proofs had a deep psychological impact on this young man, so much so that even when writing his autobiography around the age of 68, he referred to this early textbook as the “holy geometry book.” How revealing this metaphor is: especially when we realize that he was reading Euclid, instead of Torah, the original “holy” book. He went on to teach himself calculus and other higher mathematics, so that by the time he dropped out of school, he was well-grounded in the mathematics required for graduation and beyond. Hence, the letter in his pocket, mentioned above.
Albert’s father had plans for his son to be an engineer. This is no surprise, since he was in the electrical business, which he (correctly) believed was the wave of the future. In particular, he wanted his son to enroll in the Swiss Polytechnic Institute in Zürich, one of the best schools in Europe. As luck (fate?) would have it, a completed high school diploma was not necessarily required for enrollment in the Poly; instead, there were a series of rigorous exams administered by the Institute. It seems that the letter from the math teacher was a factor in placing him in the special category.
So, in the fall of 1895 he took the entrance exams – but flunked them. There was, however, a silver lining to this incident. He did so well on the science and math parts (no shock here) that the Institute’s director recommended that he spend a year doing some remedial studying. After all, he was applying to the Institute a year or two early for his age, since the regular age of admission was about 18 years old.
Einstein spent the next year at the Kanton Schule in the town of Aarau, just west of Zürich. The curriculum was based on the ideas of the great Swiss educator, J. H. Pestalozzi, who (among other things) emphasized using visual materials as well as written texts as educational tools, and especially stressed direct student-teacher interaction. For Einstein, it was a delightful and memorable year: he enjoyed learning in a formal setting for the first time in his life.
Indeed, it was sometime during that year of motivated learning that he came up with what would be his first great experiment in his head, what we call a “thought experiment.” This idea involved moving in space at the speed of light; essentially it was based on this question: What would the world look like if we rode on a beam of light? Perhaps the Pestalozzi emphasis on visualizing played a role here? Listen to the following remark about the school in Aarau that Einstein wrote 60 years later: “It made an unforgettable impression on me, thanks to its liberal spirit and the simple earnestness of the teachers who based themselves on no external authority.”
Ah ha, “no external authority”: such progressive and open-minded thinking was guaranteed to have an impact on Einstein who, as quoted, believed that “youth is intentionally being deceived by the state through lies” and that therefore a “mistrust of every kind of authority grew out of this experience.” This Swiss Kanton Schule was obviously nothing like the German schooling he had previously experienced. No wonder he graduated in the fall of 1896 with good grades.
The year at Aarau proved fruitful. Einstein’s admittance to the Swiss Polytechnic was based on his grades at Aarau, and although his father wanted him to study to become an engineer, he enrolled in physics and mathematics – and we know where it went from there.
One more thing about the Aarau year. There is a class photo of that small graduating class of 10 students. It’s not reproduced here, for no one is smiling. They all look relaxed, but serious too as they ponder their future. Einstein may be a bit more relaxed than the others, and he may be staring off into space much further than his fellow students – but I hesitate in reading anything more into it. Nonetheless, I do know this: once, when reminiscing about that key year in his life, he said that, while the other students at Aarau filled their spare-time by swigging copious quantities of beer, he drank from a different trough – diligently reading The Critique of Pure Reason, by Immanuel Kant. And that surely was nothing to smile about. (Incidentally, Einstein was a teetotaller all his life.)
My key argument here is essentially about the role of pictures and what we can (or cannot) read into them. And this brings me to Photo 2 from 1931, over four decades later. Here Einstein, now the celebrity, is at a reception in the German Chancellery in Berlin. From the left they are: Max Planck (the famous physicist), Ramsay MacDonald (British Prime Minister), Einstein, Hermann Schmitz (on Einstein’s immediate left), and Hermann Dietrich (German Finance Minister).
I have no idea why these five men were seated together or what they were talking about. There are several extant pictures of this table-talk scene, which were taken by the pioneering photojournalist, Erich Salomon. I have chosen this one because it captures an animated Einstein speaking to the British Prime Minister. Notice the gesture with his cupped right-hand. It is a captivating image clearly displaying Einstein’s alert and smiling face, all in stark contrast to the serious, stern, and solemn visages of the other four. “Come on, guys – lighten up!” – I want to say with Einstein. Or, put differently: what’s there not to like about this Einstein fellow trying to cheer-up a much too formal table? Is it not clear why I am juxtaposing this 1931 picture with the smiling boy in school? And so, it seems that a story that began with a smile appears to end with a smile.
But not so fast.
The second picture is from 1931, and two years later Hitler will control the country. Serious looking Hermann Schmitz was from I.G. Farben, the chemical company that would become notorious for its role in developing Zyklon B used in the gas chambers in the Extermination Camps, and for this Herr Schmitz spent time in prison after World War II for Nazi war crimes.
Planck’s son, Erwin – who was also present at this formal affair but is not in this picture – was later executed by the Nazis as part of the plot to assassinate Hitler on July 20, 1944.
And then there’s the photographer Erich Salomon (b.1886). He died in 1944 in Auschwitz, which was supplied with chemicals from I.G. Farben.
The result is that Photo 2 is deeply laden with painful meaning, and I can never again see this picture with that initial innocence I had the first time I smiled along with Einstein as he made a point to the British Prime Minister. Such is the nature of images and the interaction and interdependence of our eyes and minds. To use an analogy: pictures are as much read they are as seen. And so, knowing what we know about Photo 2, there is nothing
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.
