Features
Mud: Shtetl to Shoah
By DAVID TOPPER A Note to the reader: I will preface this story with a remark about me. I often write stories and poems using the pseudonym Dee Artea (pronounced D R T, my monogram) when writing in a female voice. But this is the first time I have put Dee into a story.
I’m trying to decide what to do with the document that you’re reading. You’ll see shortly, I’m sure, what I’m talking about – that is, if you read on.
I don’t know what to do. I’m stymied. And it’s all because of this new assistant I hired. Dee Artea, who refuses to tell me anything about her past. Not where she’s from, her family, nor even the origin of her name. Nothing. Beyond her being Jewish, I don’t know anything about her.
Well, to be precise, I didn’t hire her, and I guess calling her an assistant is not quite right either – since we’re living together. So, I can’t really fire her, can I?
Which is why – or, at least, one reason why – I’m stymied.
Plus, it just occurred to me that you may agree with her point of view – and then, so-to-speak, take her side on this matter. Well, so be it. Still, what to do?
Many readers will agree with me. My point-of-view, I’m sure. Yes. I am.
There you go. That’s my friend Dee, butting in and making her point. Forcefully, I would say. What should I do about her, short of putting a password on my computer?
In the meantime, I need to bring in some back-story.
It all started when Dee saw my heart-rending book of Roman Vishniac’s photographs of Jews living in the Pale of Settlement in the 1930s. … Wait, before that: I wanted to write something for the local Jewish paper about the pogroms of the late 19th & early 20th centuries as precursors to the Shoah. … No, that’s not it, either. … I need to go … further back. Yes, here goes.
I first met Dee, who was out of a job. I think she got fired for insubordination and th—
That’s what my boss called it. Actually, I was just correcting his mistakes. Proofreading and such.
Okay, anyway, we met one warm day this past spring when I was sitting on a bench in the English flower garden in Assiniboine Park, reading a book. As she walked by, she noticed that I was reading a book of stories by Sholem Aleichem, so she sat down beside me and started a conversation. She immediately told me that Sholem Aleichem (meaning “peace to you”) was the pseudonym of Solomon Rabinowitz, born in the Ukraine in 1859 and one of the most famous Yiddish writers of fictional stories of shtetl life; but, having witnessed a vicious pogrom in 1905, he emigrated, and eventually settled in New York City for the rest of his life – all of which I already knew (well, maybe not the exact dates).
It was quickly clear that Dee was bright, Jewish, and knew a lot about some of the same things that fascinate me in Jewish culture and history. We “hit it off” as they say. Indeed, it was uncanny how much we thought alike – well, at least, on most things. When we parted and decided to meet on this same bench the next day, I thought to myself: bashert.
That’s a very strong statement, I’d say. Don’t you think?
Yes, indeed.
Well, clearly, I liked her. But I must say that I wasn’t attracted to her. She was friendly and all, but not physically appealing. To be honest, she looks a lot like me – which isn’t a compliment, since I’m a man. We are moreover about the same height, complexion, and body weight. There’s nothing particularly feminine about her physique and manners. Nonetheless, over time (really the short time we’ve been together) I’ve moved beyond these external matters, as we’ve become closer, a lot closer, as intellectual – and I might even say, as spiritual – mates.
Despite looking alike, we have different personalities. I’m the rational, level-headed guy, calm (at least, externally so) under pressure. Whereas Dee is passionate, compulsive, and readily shows her emotions. Of course, there is nothing unusual about this classic male/female dichotomy. Cliché? Well, so be it.
You know, there’s a reason for all of this, eh?
In subsequent meetings – initially in the park, then later in my home – I showed her my writings and told her about my research and plans for an essay on the 19th & 20th century pogroms, as portending the Shoah. She was very knowledgeable on this topic, and diligently read over the draft of my essay, correcting my mistakes as she went along. Her proofreading I found very helpful and not at all intimidating. Her changes to my original draft made it a much better essay. And I’m thankful to her for it.
As you should be.
Once she moved in with me, she had access to all my books. Quickly she read all the stories I have by Sholem Aleichem, which was the catalyst of our relationship, as you know. Next came Roman Vishniac’s book, mentioned before. Specifically, it’s called A Vanished World, published in 1983, with 180 photographs of life in the shtetls in Eastern Europe between 1935 and 1938.
Either Dee found it, or I pointed it out to her – but, in either case, she read the book and devoured it. She could not stop speaking about it for days – yes, days. She was that obsessed with it.
Yes, and I’m still obsessed because these pictures are almost too painful to look at. They break my heart. They should break yours too.
Yes, I agree. And it occurs to me that this is a good time to bring in some more back-story. Here goes. Roman Vishniac (1897–1990) was born in Russia and grew up in Moscow. In 1918 the family moved to Berlin (ironically because of the rise of anti-Semitism in revolutionary Russia). Hence it was from Germany, although sponsored by – namely, paid for – by the JDC (American Jewish Joint Distribution Committee), that Vishniac made several trips into Eastern Europe to photograph Jewish life. He frequently used a hidden camera to capture everyday life in the world of the shtetl (Yiddish, for “little town”), as immortalised, as was said, in the stories of Sholem Aleichem.
Since his trips took place in the years 1935-1938, the title of his book, A Vanished World, had a doubly tragic meaning: that the world of the shtetls was gone, but so were the lives of the people in the photographs, almost all of whom most likely perished by coldblooded murder. Vishniac himself narrowly avoided being another victim of the Shoah, but luckily ended up in 1940 as a refugee in the USA – alive, yet penniless, trying to make a living by taking pictures of people in and around New York City.
You know, he once took a series of pictures of Einstein.
I know.
Ah, of course, you would know that. Oh, and did you know that there is a crater on the planet Mercury named Sholem Aleichem?
Yes.
As I suspected.
As mentioned, many of Vishniac’s pictures were taken in the Pale of Settlement in Eastern Europe. This was a clearly marked area, roughly comprising Lithuania, Ukraine, Belarus, and parts of western Russia and eastern Poland (including Warsaw). It was the creation of Imperial Russia under Catherine the Great and was controlled by the Russian army. Recall, for example, that the Jews in 16th century Venice were segregated or quarantined into what was called for the first time a “ghetto.” Well, I would call the Pale of Settlement that began around the late 18th century, a ghetto writ large. Except for Jews with specific professions, businesses, or other situations (such as Vishniac’s father, when they lived in Moscow), all Jews were forbidden to live or even to just be anywhere outside the Pale (such as in Russia proper) – a rule that was strictly enforced until 1914, around the start of the First World War.
Since Vishniac grew up in Moscow, he had a childhood that was fundamentally isolated from Jewish culture.
Yes, that’s true. Thus, those years in the Pale were his first exposure to shtetl life. Incidentally, to be accurate, the area over which Vishniac roved in those years 1935-1938 encompassed more than the Pale. It also covered other parts of Eastern Europe, such as Austrian Galicia, the Kingdom of Romania, and the Kingdom of Hungary – for they too had shtetls scattered throughout their lands.
Nonetheless, having so many Jews concentrated in such small areas between the east and the west, made them (crudely put) sitting ducks. Or, switching metaphors, the Jewish shtetls were islands in a sea of Christianity, prone to occasional violent storms or even hurricanes of hostility, often resulting in the loss of life. This was true, first with the series of pogroms out of Imperial Russia in the 19th and early 20th centuries in the Pale of Settlement; then, later, as armies criss-crossed Eastern Europe during and between the two World Wars. Whether it was the German army moving east, or the Russian army moving west – it didn’t matter. With the breakdown of the rule of law, murder became ordinary: gentile neighbours just walked in and killed Jewish neighbours, confiscating their homes, belongings, and land. The lawlessness often led not only to brutality, where Jews could be slaughtered where they lived, but also to sadistic acts of humiliation, torture, and rape – before being butchered. Then there were the mass executions where men, women, and children were marched into nearby forests or open fields or over ravines or along riverbanks by German army units, often accompanied by local militia (collaborators), and shot point blank – the bodies then dumped into mass graves or allowed to float down rivers to a grave in the sea.
Do you know what happened in Latvia under German occupation?
Sadly, I do. In German-occupied Latvia, a blue bus of commandoes (Germans and locals) traveled the countryside for six months (July – December 1941) killing the Jews of the towns and villages, murdering over 22,000 innocent children, women, and men – one-third of the population of Jews in Latvia. They went on to assist in other killings, so that the entire Jewish population of Latvia – minus a few survivors – died in the Shoah. These Nazi mobile killing units, roaming throughout Eastern Europe, slaughtered more than one-million Jews – often wiping out entire communities. Such extreme, excessive, meaningless, malicious, senseless, and unprovoked cruelty – is unique in history.
Importantly, today sites of these past atrocities are being excavated in Eastern Europe, as this mass murder is finally, painstakingly, and painfully exposing its gruesome tale.
Yes, finally. Historian Timothy Snyder has called these the European “killing fields.” Let me put it in perspective this way. Probably the common mental image of the Shoah for most of us is that of emaciated prisoners in a concentration camp, such as Auschwitz. However – and this is not commonly known – in fact, more Jews died in these killing fields than in all the camps combined. It’s what has been called “the other Holocaust.”
As you know, I too have read Snyder’s book. I agree with him when he says that “the crime of the Holocaust was unprecedented in that it was the only such attempt to remove an entire people from the planet by way of mass murder.” Indeed, he calls it “the single most murderous outburst in human history.” You know, I sometimes have trouble sleeping at night, knowing so many died in vain, while I’m living peacefully in my bubble in Winnipeg.
Yes, Dee, me too, as you know.
But back to life in the shtetls throughout Europe because there’s more I want to say, starting with another topic that deeply haunts me.
Ah yes, the other Vishniac book.
This other book is titled Children of a Vanished World, published in 1999 (after Roman died) and it is edited by Mara Vishniac Kohn (Roman Vishniac’s daughter, who chose the pictures from her father’s massive oeuvre) and Miriam Hartman Flacks (a Yiddish scholar). The text is in Yiddish (with English translations), plus some poems and music. The main motivating force of the book (for me, at least) is the imagery: 70 black & white photographs, exclusively of children, making it another “Vishniac book” that tugs deeply at the reader’s emotions. So many child Shoah victims: 1.5 million, who perished in the madness of hate – epitomized in these 70 or so innocent faces.
So difficult to look at these pictures and not imagine how, in addition to their already hard lives in the shtetls, they were destined to experience a horrific fate.
To me, the photographs reveal how the life of many shtetl dwellers was, in itself, miserable.
Yes, life in the shtetl was much worse than most of us realize. Actually, it’s there in Sholem Aleichem’s stories, if you look closely.
True, although there were also wealthy Jews here and there. Rich merchants, for example, usually living in large cities, such as Warsaw, Cracow, or Lviv. Perhaps epitomized by the Rothschilds in Paris.
Remember Shalom Aleichem’s story “If I were Rothschild?” An amusing little story where he dreams about what he would do with all that money, starting with paying for his Sabbath meal, then further helping his family, friends, others, and then all the Jews of the world. In fact, with all that money he could end all wars. But then he realizes that the source of all this trouble is money itself, and so he eliminates money altogether.
And so, he ends by asking: How will I now provide for the Sabbath? – thus coming full circle. Which brings me back to the lowly life of most Jews, especially in the Pale and other shtetls, which was economically bleak, with many living in poverty. Women worked almost exclusively in the home, of course. Men were primarily tailors, artisans, shopkeepers, carpenters, cobblers, push-cart peddlers, and tax collectors – as such they often interacted with their non-Jewish neighbours in the village and sometime at weekly fairs. Few Jews farmed because (with some exceptions) Jews were not permitted to own land. When they did own land, what was allotted was often of poor quality for growing crops. Overall, therefore, they were forced to live in the shtetls, where the buildings were shabby wooden structures, and the streets were unpaved.
Yes, and unpaved roads turn to mud when it rains. Mud, mud, lots of mud. Allow me to quote from a landmark book on shtetl life: “In the summer the dust piles in thick layers, which the rain changes to mud so deep that wagon wheels stick fast and must be pried loose by the sweating driver, with the assistance of helpful bystanders. …When the mud gets too bad, boards are put down over the black slush so that people can cross the street.”
Yes Dee. And because of the extensive poverty, Jewish organizations within the shtetls set up a social welfare system, with free medical treatment for the poor. According to some historical statistics, no shtetl in the Pale had fewer than about 15% of Jews receiving tzedakah (charity or relief). Some sources say the number was even as high as over 30%.
There is nothing to romanticize about in such a life. Believe me. A life steeped in mud.
Agreed. Nonetheless, and against these grave odds, the Yiddish-speaking culture flourished. Valuing education and intellectual proclivity, most males were literate (unlike many of their gentile neighbours, such as the peasants).
Here’s a line from a story by Sholem Aleichem: “Earlier in the day the ice had begun to melt, and the snow had turned into waist-high mud.”
The modern Yeshiva system developed too; here students learned Hebrew under a melamed (teacher), of course Hebrew being the alphabet of Yiddish. Showing Jewish fortitude and resilience, they were able to make a life out of the bleak world of the shtetl.
“Joseph the Righteous took my hand and we leaped across the mud. Night was drawing closer and closer, and the mud became deep and deeper. I imagined I had wings, I was being wafted in the air.”
For them the “shtetl” was not the place: it was the people. And the “home” was not the house: it was the family.
“I was plodding through the mud alongside Methuselah, … who pulled his legs from the mud.”
Such dogged spirit produced Sholem Aleichem, whose most well-known creation was Tevye the Dairyman.
“Well, from all the good luck, nothing is left, but nothing, nothing but mud.”
From his stories of Tevye came the Broadway musical and film Fiddler on the Roof. One of the highlights of Fiddler is the scene showing a pogrom, which disrupts the otherwise joy of a wedding scene.
“They slogged through the clay mud and seated themselves on a log.”
As depicted in the play and film, however, this pogrom is mild as far as pogroms go; it’s more like a nasty act of vandalism.
No wonder Philip Roth called Fiddler “Shtetl Kitsch.” And Cynthia Ozick said it was an “emptied-out, prettified romantic vulgarization” of literary master Sholem Aleichem’s Yiddish tales.
One of the first series of pogroms took place in Odessa in 1821, where 14 Jews were killed.
“Around here the mud is so deep that it took the wagon all night to pull through the town.”
But in the late 19th century and into the 20th century it got worse. A series of about 200 pogroms took place from 1881-1884 in the Pale. Thousands of Jewish homes were destroyed. At least 40 Jews were killed and there are reports of 100s of rapes. The next wave was 1903-1906 and much bloodier with over 2000 Jews killed.
“For a time, it even looked as if I might spend Passover axle-deep in mud.”
Thus, from the 1880s to about 1914, over 2 million Jews emigrated out of Russia ending up primarily in the UK, USA, & Canada. I’m sure many readers are where they are today because their forefathers and foremothers came over in one of those human waves.
“She admits that she’s a tinderbox. When a bad mood hits her, she’ll throw mud at anyone.”
Sounds like you, Dee. You, the passionate one.
“We greeted and shook hands, with me knee-deep in the mud.”
But this is enough, already. Stop it. Yes, Sholem Aleichem called attention to the role of mud in shtetl life. So Dee, you’ve made your point.
Time to end this tale. … Now!
And, Dee, you know what? Despite my original misgivings about your insufferable intrusions in my story – I’ve decided to keep them where they are, for they force me to acknowledge the hardship of the Jews in the shtetls. Considering that this culminated in the Shoah, I see them as appropriate for such a terrible tale that is often difficult even to fathom.
From mud in the shtetl to mud in the mass graves – mud has become for me both a reality and a metaphor for all the pain and sorrow of our people in Europe before the rebirth of Israel.
Albert Einstein was mentioned by Dee, and so I’ve added this, to give some levity to what is otherwise grim and depressing.
As mentioned before, when Vishniac was a new immigrant in New York he earned a living by photographing people. One day he traveled to Princeton, New Jersey, where Einstein lived. Vishniac falsely told the guard at the Institute where Einstein worked that they had known each other in Germany, and thus gained access to Einstein’s office. Einstein was sympathetic to a fellow Jew, a refugee too, and thus allowed Vishniac to take pictures of him while he was working in his office that day doing mainly mathematical calculations, either on paper at a desk or on several blackboards on the walls. Among the many famous portraits of Einstein is one by Vishniac, which you will find on the Wikipedia website for “Vishniac.” I must say, however, that I question the assertion there, that it was Albert’s favourite portrait of himself.
I also wish to point out that throughout the 1930s and into the 1940s, Einstein, using his celebrity status, worked tirelessly writing letters and such, to get Jews out of Nazi Europe – and was successful in many cases.
Since Fiddler on the Roof was mentioned above, here are a few comments on it, considering the theme of this story.
First, Fiddler was preceded by the Yiddish movie Tevya by Maurice Schwartz in 1939, a symbolic year, with the start of the Second World War. Although once thought to be lost, a print of the film was discovered in 1978, and it is now in the US National film Registry by the Library of Congress. In black & white, with English subtitles, Tevya is worth watching for historical reasons, but otherwise it also romanticizes the lives of the Russian Jews. Indeed, it ends, not with a pogrom, but a mere eviction of Tevya and his family from the village they were born into. Incidentally, there were also some earlier theatre productions based on the life of “Tevya the Dairyman.”
As for Fiddler – music by , by , and book by Jose – it was first a stage musical in 1964. The title comes from a painting by Marc Chagall (who made a harrowing escape from the Germans by being smuggled out of Nazi-occupied France in May 1941), and as such, the set and scenery of the stage productions mostly reflected the brightly coloured palette of his paintings. The 1971 film, in colour, was probably grittier and more realistic than most of the stage productions. Nonetheless, after watching it again, I must say that it lacks the necessary mud. There’s lots of dirt, well-packed dirt, and the occasional dust – but no mud. Not until the very end, when all the villagers are leaving Russia in the winter, with a layer of snow on the ground; and, at one point, a wagon gets temporarily stuck in a (muddy?) rut, but it’s immediately pushed out – a brief moment, a fraction of a second. That’s it.
Here’s a short, Annotated Bibliography.
- Sholom Aleichem, Favorite Tales of Sholom Aleichem, trans. by Julius & Frances Butwin (New York: Avenel Books, 1983). Note: most sources spell his first name as Sholem. This book contains 55 story stories. Of course, the quotes about mud are clearly Yiddish exaggerations – but, in having done so, they speak of the true misery of shtetl life.
- Wendy Lower, The Ravine: A Family, A Photograph, A Holocaust Massacre Revealed (Boston: Houghton Mifflin Harcourt, 2021). This is an extraordinary work of historical research. But it’s an extremely painful book to read, for it takes the reader through the details of a specific murder of a woman and a child in the Holocaust. Now, multiply that horror by millions. This book is in the Winnipeg Library system.
- Timothy Snyder, Black Earth: The Holocaust as History and Warning (New York: Tim Duggan Books, 2015). This too is a painful-to-read chronicle of the “other Holocaust” in Eastern Europe, which at the time was the heartland of world Jewry. Multiple copies are in the Winnipeg Library system.
- Roman Vishniac, A Vanished World (New York: Farrar, Straus, & Giroux, 1983). Out of print. Many of the pictures are mesmerizing. I treasure my copy.
- Mara Vishniac Kohn and Miriam Hartman Flacks (editors), Children of a Vanished World (Berkeley: Univ. of California, 1999). There is a copy of this book in the Winnipeg Library system. As said: it’s heartbreaking to look at these pictures of children – and to contemplate their fate.
- The archives of Vishniac’s estate were deposited in 2018 in the Magnes Collection of Jewish Art & Life in the Library of the University of California, at Berkeley. For the scholars – or future scholars – out there.
- Mark Zborowski & Elizabeth Herzog, Life is with People: The Culture of the Shtetl (New York: Schocken, 1952). 1995 reprint. This is the “landmark” book mentioned in the story. The quotation is from page 61.
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:
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- 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.
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- 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.
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Volatility, Hit Frequency, and RTP: Why the Number Casinos Advertise Is the Least Useful One
The return to player percentage looks clean as a casino data point. It gives players a neat number, usually around 94% to 97% for many online slots, and that number feels easy to compare. A 96.5% game appears better than a 95.2% game. The problem starts when players treat RTP as a forecast for their next 50 spins or one evening.
You may find the RTP listed on slot pages on a leading online casino in Ontario, but the number only tells part of the story. Two games can share the same RTP and create different sessions: one may return small wins often, while the other may drain a balance before one bonus round changes everything.
The RTP Trap
Return to player (RTP) measures the theoretical share of total wagers a game returns across a very large number of rounds. In plain terms, a 96% RTP slot returns about $96 for every $100 wagered in the long run. That does not mean one player who deposits $100 should expect $96 back.
The trap sits in the word “theoretical.” RTP comes from the game’s math model. It works across huge samples, not personal sessions. A player can finish far above that percentage, far below it, or with nothing left after a short run of poor results.
Is it useless then? No, RTP can still help. It gives a baseline cost of play. Lower-RTP games cost more on average than higher-RTP games. Still, once a game passes a reasonable threshold, the next question matters more: how does it distribute that return?
Hit Frequency: The Number That Shapes Session Feel
Hit frequency tells you how often a game produces a winning outcome. This often misleads players because any win can count. A spin that returns $0.10 on a $1 bet may still count as a hit, even though the player lost $0.90 in real terms.
A game can feel active because symbols connect often, sounds play, and the screen keeps celebrating small returns. The balance may still fall. In many modern slots, “win” does not always mean profit on the spin.
Hit frequency answers one practical question: how much silence can you tolerate? Some players dislike long dry spells. Others accept quieter sessions because they chase bonus rounds or larger payouts.
The educational site Get Gambling Facts gives a useful distinction: RTP concerns the percentage of money returned over time, while hit frequency concerns how often a machine stops on a winning combination.
Volatility: The Risk Label Players Need More Often
Volatility, also called variance, describes how unevenly a game pays. Low-volatility games tend to return smaller amounts more often. High-volatility games hold more value in rare events: bonus rounds, premium symbols, multipliers, or jackpots.
Here is where RTP becomes less useful on its own:
- A 96% low-volatility slot may give modest returns and longer play from the same balance.
- A 96% high-volatility slot may burn through funds quickly unless the player hits a strong feature.
- A progressive jackpot game may look exciting, but it often places more value on rare top prizes.
The same RTP can hide very different risk profiles. Players who ignore volatility often blame the casino or the game when the session follows its math design.
Why the Same RTP Can Feel So Different
Picture two slots with 96% RTP. Slot A pays small wins on many spins, has a modest top prize, and rarely creates dramatic balance swings. Slot B pays less often but offers a large max win and volatile bonus rounds. The advertised return matches, but the experience does not.
Slot A may suit a player who wants a slower bankroll drop and more regular feedback. Slot B suits someone who accepts sharper losses in exchange for a shot at a heavier payout.
A Better Way to Read a Slot Page
Most slot pages give players more clues than they notice. The trick is to read the details together rather than chase the highest percentage.
Start with RTP. If two games look similar, the higher number has better long-term value. Then check volatility. If the game uses terms such as high, very high, or extreme variance, lower your bet size or expect shorter sessions. Next, look at the paytable. A huge max win usually means the game saves a lot of its value for rare outcomes.
A sensible pre-play check looks like this:
- RTP: What is the average long-term return?
- Volatility: How rough can the session become?
- Hit frequency: How often will the game show any wins?
- Paytable: Where does most value sit?
To Conclude
Casinos advertise RTP because it looks objective, tidy, and easy to rank. Players should read it, but they should not give it more authority than it deserves. For long sessions, volatility may matter more than a small RTP difference. For comfort, hit frequency may explain the feel better than the payback rate.
