Features
The Dark Side of Albert: Einstein and Mileva Marić, his First Wife
By DAVID TOPPER Albert Einstein was the most photographed scientist of the 20th century. The scope of emotions depicted range from the serious to the silly: from looking like a secular saint with hands folded and deep in contemplation of supposedly solemn thoughts, to the image hanging in front of me on the bulletin board over my computer table, showing him sticking out his tongue at the cameraman. Living during the heyday of the development of the film camera, he and the press surely took advantage of it. The positive persona of the genius was formed out of these visual images. This visual disposition was supplemented with endless quotations on not only science and the universe, but also with homilies on life and how to live it, with much of that which you will find quoted, being things he never said. Overall, the general image of him and his personality has him coming out seemingly squeaky-clean.
Nonetheless, those of us who have looked into the man in more detail are aware of episodes of less than saintly behavior by Albert – the famous scientific idol. If, for example, you read any of the half-dozen or so lengthy biographies about him, you will find scattered therein stories of him speaking inappropriately or behaving, one might say, as a jerk. Having read all those books, and others – and even written three books on him myself – I knew this. So when I started reading a recent long biography of his first wife, Mileva Marić, I had no reason to think I’d be shocked, since I had already read a lot about her, including a book of letters to and from her best friend, which also contained a brief biography. But to my surprise, I was staggered in reading over 400 pages of his nasty behavior concentrated around this one woman – a woman whom he fell in love with as a university student, and who was the only mother of his children.
Here is the sad – and probably surprising to most readers – story of Mileva and Albert.
Mileva Marić was born on December 19, 1875, into a Christian Orthodox Serbian family. With a dislocated left hip, she walked with a limp throughout her life. (Her sister, Zorka, had the same congenital condition.) Forced to wear an orthopedic shoe, she was teased and mocked in school. Nonetheless, this very bright girl filled her lonely childhood with her studies (she was especially good at math) and piano lessons. Encouraged by a very loving father, she excelled in school, and was the first girl to attend high school physics courses in the Austro-Hungarian Empire. After graduating in 1896, she applied to the prestigious Zurich Polytechnic, since in Switzerland women were admitted to all classes. She passed the entrance exam and majored in mathematics. It was a small freshman class of about two-dozen students, she being the only woman. That’s where she met, in the even smaller physics course, fellow student, Albert Einstein.
One of the earliest pictures we have of Mileva is dated 1897. In this portrait, I see a very serious, confident, determined woman with large penetrating eyes, a full crop of dark wavy hair and full lips. I would call her plain but attractive. I say this, because I was shocked at several instances when someone, upon first meeting Mileva, is quoted as describing her as “ugly.”
As a fellow student, Albert Einstein was attracted to her, and they quickly became a couple. He probably was the first male to take a romantic interest in her, overlooking her “handicap.” I suspect he was attracted to her gutsy attitude and her smartness. Plus, being Serbian, Mileva exuded an exotic “otherness” to the “German” in Albert. They spent most of their free time together, studying and falling in love. She did well in her courses, initially passing all of them, as Albert did too (of course). That is, until she was pregnant – a fact she tried to hide until she could not. And so she went home to her parents to inform them of this, and eventfully to have the baby.
Her parents were very supportive, which was unusual for the times. A girl was born early in 1902; they named her Lieserl (probably a Yiddish diminutive of Liese, a shortened Elizabeth). Albert stayed in Zurich and never saw his daughter; she was raised by Mileva’s parents, as Mileva returned to Zurich to continue her studies. No one knows what ultimately happened to Lieserl; she has seemingly vanished from all records. She may have died from Scarlet Fever as a child; or, she may have been adopted and grew up. One thing I do know: Mileva never forgot her. I believe that the loss of Lieserl is the major reason for Mileva’s depression and lingering melancholia throughout her life – as will be seen. As a result, she didn’t take care of her grooming and was a bit overweight – as seen in photos of her later in life. This, I suspect, may be a source of her “ugliness.”
Back to Zurich in the late 1890s and her studies: she passed all her courses over the first three years, and in her fourth year she started her thesis, hoping for a diploma and further work toward a PhD. But in 1900 she failed her final exams, while the other male students all passed. In July 1901 she repeated her final exams and flunked them again. I find it hard to believe that this sudden change in her performance was due to the tests being too tough for this woman, in light of all we know of her up to this time. Look at the last date above: she was pregnant with her child. I’m convinced that she just couldn’t concentrate on her studies. Albert passed, graduated, and started looking for a job – as well as working toward his PhD.
On January 6, 1903, they were married in a small civil ceremony. Mileva became a housewife; no more thinking of going any further in her studies. She then became the mother of two boys: Hans Albert (born in 1904) and Eduard (nicknamed Tete; in 1910).
All that promise came to nothing, not even a university degree. If she had not met Albert, who knows what she would have achieved? But that was not the path taken, and since she married what became the most famous scientist of the 20th century – if not the most famous person, as Time Magazine said at the end of the millennium – that’s why there is a plethora of documentation about her life, terribly sad as it was.
Now briefly fast forward a century or so, to around 1987, and the publication of the early love letters between Albert and Mileva, which had only been known by a few, and purposely suppressed. For example, Hans Albert, who had the letters much earlier, had wanted to publish them. But he was thwarted by Helen Dukas and Otto Nathan, who threatened litigation. Dukas was Albert’s lifelong secretary and Nathan was an economist and close friend, who eventually was the executor of Einstein’s will. And so, the letters never surfaced until Dukas and Nathan were both dead.
Even today, writing about these letters is an ideological minefield. Here’s why. The letters date from 1899 to 1903, when a new theory of physics was brewing in Albert’s mind. The result, in the so-called miracle year of 1905, was the publication of five papers that changed physics forever: two on what became his Theory of Relativity; one on a particle theory (much later called a photon) of light, as part of the emerging Quantum Theory; and two supporting the reality of atoms, which were still only hypothetical entities at this time. Knowing this, how much can we read into the love letters when Albert, in talking about his scientific ideas, uses “we” and “our work”? Well, it seems, a lot; for the initial response from primarily feminist quarters was that Mileva should at least be seen as a co-author of the famous papers, since it seemed that they conceived of the theory together. Given, as we will see, Albert’s shabby treatment of her later in life, then all the more sympathy was directed toward Mileva and her plight by history. Indeed, some went so far (you will still find websites saying this) that Albert stole the theory of relativity from Mileva. Nonetheless, after that initial flurry of debate, the consensus has moved away from this viewpoint, so that today the select scholars looking over the Einstein Papers Project in Pasadena, California assert unabashedly that Mileva made no input to Albert’s theory.
Nonetheless, I am one of the few “Einstein scholars” (if I may call myself such), who gives Mileva some credit in the 1905 marvel. She was good at mathematics, she had patience in her life and work, and she was a thorough researcher – all qualities severely lacking in Albert. Let me put it this way: over his life as a physicist, Einstein hired a series of companions (whom he called “calculators”) to do the tedious and complicated mathematics required for his theory, especially as it developed over the later years with the use of tensor calculus in his General Theory of Relativity. All were men; except, famously, his last calculator was the Israeli-American woman, Buria Kaufmann – about whom you will read in the literature as his “first female calculator.” (Incidentally, there is a website giving her credit for Einstein’s later theory, which is complete fiction.) I, however, would assert that Buria was the second woman; for Mileva was Albert’s first “calculator.” She was also his researcher and proofreader. Since she knew the physics, as we know from the letters, she also was his sounding-board – Albert bouncing ideas off of Mileva, as they say.
So, what about Albert speaking of “we” and “our work”? Let me put this into context by quoting from some of the letters in chronological order. In a letter Mileva wrote to Helene Savić (née Kaufler), her closest and longest friend throughout her life (they roomed together in a boarding house in Zurich when they were students), she speaks of a paper “written” by Albert that will be published soon that is “very significant.” She then says that “we” sent it to an important physicist – revealing how much she was involved with Albert’s work. Later in a letter from Albert to Mileva, let me quote from the opening lines to give you a trace of their intimacy: “Thank you very much for your little letter and all the true love that’s in it. I kiss and hug you for it from all my heart, exactly the way you would want it & are entitled to, love.” He then goes into a discussion of other people, followed by his going back to how much they love each other, and ending with this key sentence. “How happy and proud I will be when the two of us together will have brought our work on the relative motion to a victorious conclusion.” I put in italics the famous (or is it infamous?) phrase: our work. But there’s nothing more on this, although a bit later in the letter he goes on to talk about another physics problem he is working on: specific heats. He discusses the physics problem in detail, with equations and his proposed solution, and he ends the topic with this: “Don’t forget to look up to what extent glass obeys the law of Dulong and Petit.” My guess is that it was this sort of task that was part of their work together. The letter ends where it began. “Tender greetings and kisses, my dear little dumpling, from your … Albert.”
I’ll leave the topic there, nonetheless aware of the possibility that Mileva did help Albert in even more significant ways, and that hence she’s been slighted by history.
Back to Zurich in 1903. Initially, their life together was harmonious, a reflection of the camaraderie in the love letters, as she kept house and raised her boys. But by around 1909, when Albert was being seen as an important physicist, there clearly was a severe strain on the marriage. For example, in a letter that year to Helene, she says that Albert “lives only for his work” and the family is “unimportant to him.” By 1914, when they moved to Berlin for Albert’s prestigious position at the Kaiser Wilhelm Institute of Physics, their marriage entered a new phase. In fact, Albert had been having relations with a divorced cousin, Elsa Löwenthal, who lived in Berlin. Moreover, Albert made it clear to Mileva that their previous relationship was over. He went so far as to give her a list of demands: that she do the laundry, prepare him three meals a day, and keep his office clean – all without any personal relations. No intimacy in the house, and no being together in public. It was degradingly cruel: Mileva’s role was reduced to being a maid and cook. She tried to accept it, but quickly found that she couldn’t endure the humiliation; and so she took her two boys back to Zurich, where she remained for the rest of her life.
They officially divorced in 1919, and Albert immediately married Elsa – all in the same year that he became the world-famous scientist, because of the solar eclipse experiment that proved that light from a star is bent around the sun, as predicted by his theory. He got the Nobel Prize for Physics in 1921 and transferred the money to a bank in Zurich for the support of their boys, where Mileva had access to the interest in the account.
What happened after all that infatuation seen in the love letters and in their early life together? In retrospect, Mileva surely realized that she had ignored or overlooked what we might call the dark side of Albert. As a student he was overly sarcastic, often mocking and even degrading people whom he saw as inadequate or not too smart. He even teased her in ways that revealed an underlying hostility. When she pointed this out, he would laugh it off – and she’d forgive him. In a letter to Helena in 1900 she writes of Albert’s “wicked words with deeds! What an insolent boy he is, and yet I love him so much!” Telling words. Even after the acrimonious divorce, she still, as will be seen, was under Albert’s spell. I believe that she never got over that initial infatuation when they were students. It became a pattern: she was always trying to get on his good side.
Overall, Albert was very much a 19th century male chauvinist in his attitude and communications with women. Here are some of his words about women that reveal his overt misogyny: they are “passive, insecure, needy, and wanting to be dominated.” I knew that he liked to flirt with women throughout his life. But seeing him do so with other wives, with Mileva present, made it less frivolous and more malicious. In short, he was a cad and a rake, rolled into one.
The turnaround in their relationship seemed to bring out the worst in him. He was petty and vindictive, and especially very cruel towards her. There is no direct evidence of any real physical abuse. However, there was an incident in the spring of 1913 when a friend reported seeing Mileva with a badly swollen face, which was attributed to a “toothache” – and hence she and Albert missed some social events. Possibly the swollen face was a sign of something more malevolent, but we will never know the truth. Nonetheless, pondering this, I wish to quote something Albert wrote in a letter in 1925: “Not only children need a bit of thrashing, but also grownups and especially women.” And I’ll leave it there.
After the divorce, he accused her of poisoning his relationship with the boys – a common trope between divorcing couples. But it got more vicious as her financial situation became grave, and she asked for more money. She made some extra money tutoring students in math and giving piano lessons. But it wasn’t enough. Albert’s letters to her contain nasty personal attacks: saying she is “abnormal,” a “nonentity,” and that her pleading is “rubbish.” I can only imagine how Mileva felt being called this. At the time, she was in severe physical pain with chronic back problems, often forcing her into bed for long periods, even stays in hospital, when she was trying to raise two boys alone. Moreover, all this was exacerbated by problems in her Serbian family. Her sister Zorka was diagnosed as schizophrenic and was in and out of asylums; her only living brother disappeared into Russia after World War I; and her parents had serious financial problems.
Could it get any worse? It could. And it did. Tete became a handful. He was very bright and creative; he had musical talent on the piano, and he wrote promising poems and stories. But he was also prone to falling into depressive episodes, for apparently no reason – anger fits, throwing things, being out of control. I suppose Mileva saw this coming: Tete, like her sister, eventually was diagnosed as schizophrenic.
Albert, of course, knew all this, but being in Berlin, he didn’t have to deal with it. He did make occasional visits and took summer trips with the boys (giving Mileva short breaks), all while he was still living in Europe. But when he moved to Princeton, N.J., in 1933, with Hitler in power in Germany and Einstein’s name being high on a hit list, their meetings were over; until 1938, when Hans Albert (now with a wife and two children) moved to the USA. The last meeting between Albert and Tete is recorded in a 1933 photograph that bears a close look. Both are seated in a room, with Tete looking over a large, open portfolio – perhaps reading it. Albert is facing in a different direction (about 90-degrees away), holding a violin and bow, and staring off into space. It may be that Tete is reading to him, but more likely they are inhabiting two different worlds.
In the years during World War II, living in Zurich, Switzerland (a country surrounded by a Nazi-occupied Europe), Mileva was terrified that the Nazis would swoop up this last free space. Moreover, she knew that they were rounding up Jews by the trainloads and moving them to Concentration Camps. She was somewhat safe as an Orthodox Christian, but Tete was “Jewish,” being a child of Einstein. She wrote pleading letters to Albert, asking him to take Tete to the USA. She even contacted the Red Cross, and they agreed that the best bet was to get Albert to sponsor him. “Bring us to safety,” she wrote. But being Mileva – ever still the dutiful wife, even though they had been divorced for two decades – she added (and I assert that she was not being sarcastic in saying this), “[I am] not intending to disturb your peace and freedom.” Petrified that “Tete is in danger because he is your son,” she concluded: “you can’t just leave him in the lurch.”
In fact, Einstein, Dukas, and Nathan were diligently rescuing Jews from Europe by using Einstein’s name to get emigration papers and such. Albert once spoke of this, saying that they were running a little refugee office over his cluttered “lawyer’s desk.” And they did save lives. Relevant here is a 1939 letter from Albert to Helena on this very topic. Helena’s father was Jewish, and she had numerous relatives whose lives were in peril, and so apparently, she was asking Albert for help. He wrote in response. “How gladly would I help! But I am desperately trying to at least get younger people out. Relocation of old people must under present horrible conditions be set aside.” In the end, we know of two aunts of Helena who died in gas chambers. Interestingly, in this same letter, Albert mentions that Hans is now in America, but that Tete is with Mileva in Zurich, saying that Tete is “incurably mentally ill.”
So, what about Tete? And Mileva’s pleading letters? As far as we know, these pleading requests were never answered. Albert, it seems, did leave his son “in the lurch.” My guess is that he just couldn’t fathom the chaos in his life of dealing with someone with such a severe mental illness. Listen to what he later wrote to Hans about Tete after learning of Mileva’s death. “If I had been fully informed [apparently referring here to what he saw as a genetic mental illness in Mileva’s family], he [Tete] would never have come into the world.” I can only imagine how Hans must have felt after reading these appalling words from his father about his beloved brother. Sometimes Albert’s behavior is plainly pathetic. Fortunately, the Nazis never invaded Switzerland.
Much of Mileva’s adult life was centred on Tete, as she watched him descend into the depths of mental illness. Overweight and chain-smoking, he was in and out of mental institutions. For Mileva, he was a full-time job. She, being the caring mother, was obsessed with making sure he would be safe after she died. And she succeeded; for seven years after his mother died, he lived in the renowned Burghölzli psychiatric clinic in Zurich. He was 55 when he died.
I believe Mileva never got over two things: the loss of Lieserl and her infatuation with Albert. We don’t know what happened to Lieserl; but Mileva surely did, and it haunted her all of her life; as seen, she flunked her final chance for a university degree because of it. Lieserl was a source of her constant despondent behaviour and possibly her so-called “ugliness.” In a letter to Helena in 1925 she wrote of “my unfulfilled desire for a daughter”– another telling phrase, since she had a daughter, but was forced to abandon her.
Regarding Albert, no matter how abusive he was, Mileva still was open to forgiveness. She once asked herself this question: “When has a man ever listened to reason, when a woman is involved?” She should have listened to her own words.
Mileva Marić died on August 4, 1948, at the age of 72.
This story of Albert falling in and out of love with Mileva was not the first such episode in his life. It was previewed by and even overlapped with his first sweetheart: Marie Winteler.
In 1895 he spent a year enrolled in the cantonal school in the town of Aarau, near Zurich. He had taken the rigorous entrance exams for the Polytechnic (which Mileva later passed) and had flunked the non-science and non-math parts. But since he did so well on the science and math parts, it was recommended that he do a year of make-up in Aarau; plus, he was applying at age 16, a year early. He boarded with the family of Jost Winteler, a teacher at the school. Jost and Pauline had three daughters, the prettiest being Marie, two years older than Albert. Albert quickly fell for her, and she for him. She was an accomplished pianist, and so their love interests were supplemented with piano and violin duets. After that year, and after passing the entrance requirement at the Polytechnic, Albert moved to Zurich – where he met Mileva, and then broke off with Marie. In short, he jilted her, as he would later do with Mileva.
Marie, however, thought the relationship was to be forever, and wrote pleading letters when he stopped writing to her. After all, he was still mailing her his dirty laundry to wash and send back. (I am not making this up.) Being deeply hurt, she fell into a depression that (may have) plagued her throughout her life. She became a schoolteacher (whose records show that she missed a lot of classes due to sickness); in 1911 she married a man whose first name was Albert. They had two boys, but divorced in 1927. We also know that she tried to reach the first Albert in the 1940s about emigrating to the USA, but there is no record of his having received her letters. (Albert’s secretary was known to censor his mail.) She died in a mental institution in 1957, two years after Einstein died.
I mention this for two reasons. One, the obvious – this being a preview to the story of Albert’s shabby treatment of Mileva and the parallel terrible consequences. The other reason is the dirty laundry. This, also obviously, needs to be explained.
In 2019 I published an historical novel on Einstein’s life, called A Solitary Smile. In it, Marie is one of the characters, especially near the end and in a dream sequence that has Einstein recalling their time together, where he realizes how he hurt her. In recalling this part of my book, while writing this story of Mileva, and now Marie again – I suddenly realized that I didn’t include the dirty laundry bit. Why? I knew it then, as I do now. So why not mention it? Ruminating on this, I can only surmise that I was subconsciously protecting Albert from more scorn. Why dig up all the dirt (seemingly, literally in this case). How interesting this is. Me, being part of the problem. Protecting Albert’s image.
Well, I caught myself. And here I acknowledge my error – to supplement my saga on the dark side of Albert Einstein.
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Readings: Mileva Marić Einstein: Life with Albert Einstein, by Radmila Milentijević (United World Press, 2010). In Albert’s Shadow: The Life and Letters of Mileva Marić: Einstein’s First Wife, edited by Milan Popović (The Johns Hopkins University Press, 2003). A Solitary Smile: A Novel on Einstein, by David R. Topper (Bee Line Press, 2019).
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.
