Features
Jews & Jazz: Baroness Nica of New York City
By DAVID TOPPER This true story is a sequel to “Jews in Strange Places.”
In the summer of 1964, living in Pittsburgh, I attended the city’s first International Jazz Festival. I remember sitting alone, high in the Civic Arena, looking down on the concert below. I would need to go on-line to retrieve names of who the musicians were that I saw that night – save for one. Sometime in the middle of the show, the entire arena went dark, except for a single overhead beam of light shining down on a solo pianist directly below. It was Thelonious Monk.
To describe Monk’s music to a general audience, I need to speak of dissonance, angular melodic twists, hesitations, and even moments of silence. It was also fascinating to watch him play. With his hands splayed out flat (breaking all the rules of piano etiquette) he jabbed at the notes, as if he was seeing and discovering the keyboard for the first time.
One of the most interesting examples of appreciating Monk’s playing was demonstrated by the experience of a particular jazz critic (but I can’t recall who it was). Having at first only heard Monk’s music, he didn’t like it. But after he saw him playing, he began to understand and eventually to like it.
At that 1964 concert Monk played “Don’t Blame Me.” Not only is it the only thing I remember over the entire evening, but it is, I’m sure, the only piece that made me cry. Yes, I was that moved by his playing. It was a magical musical moment in my life that I’ll never forget.
I don’t know which came first: that concert or my buying the record album on which the tune appears. The record is CRISS-CROSS (Columbia, 1962), and it features Monk’s quartet at that time, with that song being the only solo track. From the liner notes we learn that when Monk left home for the studio, he was asked if he was going to play “Don’t Blame Me.” He said: “Maybe, it depends how I feel when I get there.” At the studio, he sat down at the piano, played a few dance tunes – and with the recording equipment still on – he went straight into that tune. Interestingly, in the liner notes, the writer calls Monk’s music “pure magic” – a phrase, I see, that I also used above.
The writer of these liner notes was Baroness Nica de Koenigswarter, the focus of this story. Born in the UK in 1913, Kathleen Annie Pannonica (Nica) Rothschild, the youngest of four children, grew up in a quarantined life within manor estates. From an early age she showed talent in drawing and painting, later studying art history and branching off into photography (she became obsessed with the new Polaroid camera in the 1950s). It was her brother Victor who introduced her to jazz, particularly the work of Duke Ellington. This was probably in the late 1920s – and she was hooked.
Ever searching for excitement, Nica learned to fly an airplane. It was through flying that she met Baron Jules de Koenigswarter, ten years older and a widower, whom she married in 1935. They eventually settled into a 17th century chateau in north-west France. Over their years together they had five children.
Nica’s adult life is clearly divided into two parts. The second part, her role as the Jazz Baroness Nica in New York City (NYC), is the focus of this story. Nonetheless, some of the highlights of the first part provide some insight into the complexity of this fascinating woman.
Living in France in September of 1939, she experienced the start of World War II. Jules immediately joined the Free French Army as a lieutenant. Nica opened her doors to refugees and evacuees, until the Nazi army was advancing on Paris. Jules urged her to escape, and she did: with her children (she had the first two at this time) she got on the last train of refugees heading toward the English Channel. From the UK they went to the USA, settling in New York.
Jules was now in Africa. Nica (after leaving the children safely with friends in the Guggenheim family, on Long Island) joined him in January 1941 in equatorial Africa. She first worked as a decoder of intelligence, then a radio host, and finally an ambulance driver for the French Division in the North African Campaign. Having survived a bout of malaria in Africa, she was with the troops as they advanced on Rome. At the war’s end she was in Berlin and was decorated for her work.
If Nica hadn’t crossed the Channel in 1939, she may have suffered the fate of some of her family members who stayed in France, such as an 80-year-old aunt who was beaten to death in Buchenwald. Also, Jules had pleaded with his mother to get out, as Nica did, but she dismissed him. She died in Auschwitz, along with most of the rest of Jules’ extended family.
After the war, Nica and Jules were united with their children. Jules was then posted as a diplomat in French embassies – first in Norway and then in Mexico. During this time, their three other children were born. From Mexico City, Nica made occasional trips to NYC to listen to jazz, often alone. It seems that what became Nica’s obsession with the music was, concurrently, a major source of antagonism with Jules. He didn’t like jazz and said so. When they would fight, he would break her records. Inevitably, it led to their separation.
In 1953, Nica moved to NYC (taking along her oldest child, Janka, a teenager). After settling into a suite in the Stanhope Hotel in the Upper East Side, she bought a Rolls-Royce with which to jaunt around to the jazz clubs in the city; since she liked to drag race, she later traded it in for a faster Bentley. This was the era of the famous Five Spots Café, the Village Vanguard, Birdland, and other jazz joints. In a short time, with her upper-class British accent, she became known as the Jazz Baroness, having friendships with and being the patron of many jazz musicians.
Thus begins the second part of her life – and the reason for my story.
But before we venture there, we need to deal with drug addiction. Sadly, drugs played a major role in the lives of many jazz musicians in this era, and I need to discuss it, especially to put in the context of the endemic racism of the times. There were drug laws that the mainly white cops were ever anxious to enforce; and they didn’t hesitate to use their billy clubs to strike any black man’s head, if he resisted arrest. I am not exaggerating: several jazz musicians’ lives were shortened due to a severe beating by a cop. Moreover, the drug lords (some of whom owned the jazz clubs) were mainly from the Sicilian Mafia, who had access to an endless supply of heroin from Turkey, and they specifically targeted the black community. Blacks were easy targets, with their marginal existence within white society. Cramped in ghettos (such as Harlem) they could readily escape with drugs – and, sadly, too many of them did.
It was the bane of the otherwise flourishing development of modern jazz – as it evolved out of the bebop movement into cool jazz, then hot jazz, and on through hard bop and beyond. The names constitute a canon of innovative brilliance: Charlie Parker, Dizzy Gillespie, Coleman Hawkins, Kenny Clark, Bud Powell, Charles Mingus, Teddy Wilson, Art Blakey, Bill Evans, and more. Nica was at the center of all this in NYC – living among these major players all those years.
Nica too was hooked. But not on drugs. She was addicted to alcohol, which probably shortened her life: specifically, Chivas Regal, the exclusive aged scotch whiskey – a bottle of which she inexorably carried in her purse.
Her hotel suite became a place where musicians could get a restful retreat after a gig (sometimes sleeping overnight), a meal (courtesy of Room Service), money (to buy groceries or pay outstanding bills) – and, of course, a place to have after-hours jam sessions. Black musicians (which most of them were) could only avail of these amenities by using the Service Elevator. Dealing with the endemic racism within the social fabric of NYC became part of Nica’s daily life.
The most famous (or infamous) event in her NYC life involved the death of Charlie Parker, otherwise known as Bird. (The jazz club, Birdland, was named after him.) A genius who revolutionized the alto sax with his fast tempos, virtuosic technique, and far-reaching chord structures – he was a major visitor to Nica’s suite. Sadly he was heavily addicted to heroin and on March 15, 1955, he died at the early age of 34. It happened in Nica’s suite, and she had to call a doctor. Upon writing up his report, he estimated Parker’s age as 50 to 60 – that’s what the drugs did to his body. The headline announcing the death in the next day’s newspaper was: “Bird in the Baroness’s Boudoir.” Being a single woman with lots of money that she freely spent, Nica was a lighting-rod for salacious gossip such as this.
It also was the catalyst for Jules to file for divorce. Thus ended their marriage. Not surprisingly, she also was kicked out of her suite.
I recently did an inventory of my record collection and found that among all the jazz albums I have, the one musician for whom I have the most records is the pianist Hampton Hawes. I have 12 records, plus a cassette and a CD. I mention this because he is also one of the few musicians in this significant era of jazz who knew Nica and who wrote an autobiography: Raise Up Off Me (1974). I love this book. Written in Hawes’ black lingo, his account throws light upon Nica’s critical role in the jazz community, especially her friendship with Monk.
But first, a bit about Hawes’ own life. Born in 1928, growing up in Los Angeles (LA), Hawes was the son of a Presbyterian preacher. Self-taught at the piano, he had no familial encouragement to play jazz music. But listening to Bird, Monk, Bud, and others, he became good enough by the age of 18 to jam with some top musicians in LA. By around 1950 Hawes’ career took off with record contracts and (except for a two-year stint in the US Army, stationed in Japan) he continued to play and record – being voted “New Star of the Year” in Downbeat magazine in 1956.
It was around this time that he met Nica in NYC, during a gig at The Embers, a fancy nightclub, where he was well-paid. He also met Monk for the first time. Let me quote widely from his book.
Upon looking out across the tables in the nightclub, Hawes immediately recognised Monk. “Bamboo-rimmed shade, carrying a bamboo cane – he looked like … one of those African kings, strong but beautiful. … He was with a middle-aged woman who gave off a waft of perfume that smelled like it costs $600 an ounce, and when he introduced me – to Baroness Nica – I knew I’d guessed right about the price.” She left before he finished his set. But Monk stayed. “Monk drove me in his blue Buick to Nica’s hotel penthouse on Fifth Avenue. When she opened the door I could hear my album playing – the track, ’Round Midnight that Monk had written. He said to me, ‘I didn’t tell her to put that on.’ I walked into the room where Bird had died a little over a year ago. [That dates this as sometime in 1956.] A lot of paintings and funny drapes, a chandelier like in an old movie palace. Steinway concert grand in the corner. I thought: this is where you live if you own the Chase Manhattan Bank. … Her pad was a place to drop in and hang out, any time, for any reason. … She’d give money to anyone who was broke, bring bags of groceries to their families, help them get their cabaret cards, which you need to work in New York. … I suppose you would call Nica a patron of the arts, but she was more like a brother to the musicians who lived in New York or came through. There was no jive about her, and if you were for real you were accepted and were her friend.” … She gave Hawes a telephone number for a private cab. “If I was sick or fuc-ed up, I’d call the number and the cab would come and carry me directly to her pad.” According to Hawes, Nica picked up the colourful black lingo too.
As noted, many musicians’ lives were cut short due to drug addiction (and sometimes beatings by cops). Again, Nica came through – often paying for their funeral and even the plot, if the family could not afford to. She was there for them, literally, to the end.
Of all the jazz musicians who passed though Nica’s life, the one who had the most significant impact on her was Monk. Even among the wide range of idiosyncratic jazz musicians, Monk still stands out for his uniqueness. He was quirky in his talk, his behaviour, and his music as well. It’s clear that there was some mental illness involved, but it was never fully diagnosed. One doctor insisted that Monk was not manic-depressive nor had schizophrenia. Nonetheless, he had episodes where he was not living in this world. Nica’s gentle demeanour was perfect for Monk. She nurtured and fed him, especially when he became too much for his family.
Let’s bring Hawes’ autobiography back into this story. Once when Hawes was wasted on drugs and stretched out on a bench in Central Park: “a familiar Bentley rolls up to the curb. Nica behind the wheel and Monk saying, ‘Man, get in this car, a good musician ain’t supposed to be sittin’ on no bench lookin’ like you look’.”
Another time he’s in Nica’s penthouse looking for Monk. Hawes “peeks through a doorway at a body laid out on a gold bedspread, mudstained boots sticking out from under a ten-thousand-dollar mink coat and the body’s mouth wide open, sound pouring out of it, and Nica tiptoeing over, finger to her lips as if I’m about to wake a three-week-old baby from its afternoon nap. ‘Shhh. Thelonious is asleep’.”
One notable incident among many: in Delaware in 1958, she and Monk were caught by the police with a small quantity of his marijuana. She took the rap and spent a night or two in jail. She saved Monk’s head, possibly literally. It’s not surprising that the saxophonist Sonny Rollins called her “a heroic woman.”
The year 1958 was also significant in Hawes’ life, for he became the target of a federal undercover operation in LA. Caught with drugs, he was offered this: if he squealed on his drug supplier, he would go free. Hawes refused. Hence, on his 30th birthday, he was sentenced to ten years in prison. An emerging career was cut short; and it was the start of a decade to be wasted. Then in early 1961, watching the prison TV, Hawes heard John F. Kennedy deliver his inaugural speech. Hawes was impressed by the new president’s words. He writes: “I thought. That’s the right cat; looks like he got some soul and might listen.” And so Hawes spent the next few years putting together the documentation requesting a presidential pardon. It was not an easy task. The prison staff were not accommodating. But he persisted, and so, the document was sent off to the White House. I like Hawes’ comment about the very end of his appeal: “To round it off I added some heavy legal sh-t in Latin I’d dug up in the library.”
In August 1963, Hawes was informed that the appeal was granted. (In fact, it was the next-to-last clemency granted by Kennedy; in November he was assassinated.) It cut Hawes’ prison term almost in half. Thus after 4½ years wasted, he was able to re-launch his musical career. He continued to record and travel, but never kicked the heroin habit. In 1977 he died of a brain haemorrhage. At age 48, he left a legacy of so many wonderful jazz albums, including the 14 that I own.
For Nica, her problem was finding a place to live. As noted, she was kicked out of her suite when Bird died. So, she moved to Hotel Bolivar, across Central Park – only to be eventually let go too, due to drugs and noise. Next was the Algonquin in midtown. Shortly thereafter, she was asked to leave that too. In the end, she purchased a house on a cliff over the Hudson River in New Jersey, from which she had a spectacular view of the NYC skyline, and an easy drive to the city through the Lincoln Tunnel. Jazz musicians called it her Mad Pad.
By the 1970s, when Monk dropped out of the jazz scene, he moved in with her. Eventually, he also stopped talking; remaining sequestered in his room, where he died in 1982.
Eventually the heavy dosage of Chivas Regal caught up with Nica. She died of heart failure in 1988 at age 74.
There are numerous songs by jazz musicians in tribute to her; the two most famous are: “Pannonica” by Monk and “Nica’s Dream” by Horace Silver. As well, several nightclubs around the world are named: Pannonica.
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.
