Features
The late Rabbi Zalman Schachter’s time in Winnipeg recalled at lively evening hosted by Jewish Heritage Centre
(This article originally appeared in the Dec. 21, 2016 issue of The Jewish Post & News) By BERNIE BELLAN
It was billed as an evening that would be devoted to “Rabbi Zalman Schachter and the Winnipeg origins of the Jewish Renewal Movement”.
Like just about everything else associated with the late Rabbi Schachter (who died in 2014 at the age of 90), it was an evening not without controversy.
The Jewish Heritage Centre promoted the program, which was held Monday, Dec. 12, in the Multipurpose Room of the Asper Campus, as part of “its synagogue series connected with the Synagogues Exhibit at the Asper Campus.”
With the ever-clever Prof. Dan Stone serving as host, the audience of over 100 was treated to a series of reminiscences about Rabbi Schachter’s 19 years spent in Winnipeg (from 1956-75) – a time that paralleled the advent of the “New Age” movement, also a time during which the use of hallucinogenic drugs became highly popular among young people.
The evening featured three main speakers: Rabbi Alan Green, who was given his “smichah” by Rabbi Schachter; Prof. Justin Jaron Lewis, an expert on Hasidism and the organizer of an interview project centering around Rabbi Schachter’s time in Winnipeg; and Alexandra Granke, a graduate student at the University of Manitoba in the Department of Religion, whose Masters thesis dealt with the influence Winnipeg’s Jewish community had on Rabbi Schachter’s thinking.
There was also a contribution from Murray (Moish) Goldenberg, who was a protégé of Rabbi Schachter’s. Goldenberg read a poem devoted to the late rabbi’s memory.
Following the speakers’ presentations, Dan Stone invited anyone in the audience who wanted to tell of their own experience with Rabbi Schachter to speak up. One by one individuals told stories about how Rabbi Schachter touched their lives.
Lest anyone reading this think that the evening was nothing more than a love-in for Rabbi Schachter, however, there were some negative notes struck as well. Although he was undoubtedly a man of great charisma, Zalman Schachter had his detractors. Two themes mentioned several times, both by the featured speakers and audience members, coursed through recollections of his time spent in Winnipeg: his faithlessness when it came to his relationships with women, and his overt championing of drug use.
Following is an account of some of what was said:
Rabbi Green who, Dan Stone told the audience, will be leaving Winnipeg in 2018 to move to Fairfield, Iowa – the centre of transcendental meditation, described first meeting Rabbi Schachter in Los Angeles in the 1970s.
In time, Green became a devout follower of Rabbi Schachter’s, culminating in his receiving his smichah from Rabbi Schachter in Philadelphia, where he found the rabbi “surrounded by a bunch of old hippies” – some of whom “were leaders of the New Left in the 1960s.”
“My first class with him,” Rabbi Green said, “was kind of a Sinai movement for me. It literally took my breath away.”
Rabbi Schachter had a multitude of interests, including “Jewish mysticism, humanism, and modern psychology” among others, noted Rabbi Green. As well, “he was fluent in many languages.”
What impressed Rabbi Green quite deeply, he said, was how Rabbi Schachter “brought together Judaism and Indian mysticism”.
“How often we let fear get in the way of Jewish mysticism,” Rabbi Green said Rabbi Schachter once told him.
Turning to the subject of the Jewish Renewal Movement and Rabbi Schachter’s central role in that movement, Rabbi Green observed that “there are now hundreds of Jewish Renewal rabbis – most of them ordained by Rabbi Schachter.”
It was in Winnipeg, Rabbi Green noted, that Rabbi Schachter “created the first rainbow talit”. It was also here that “the interface between psychedelic drugs and spiritual practice” first took root among Rabbi Schachter and his many followers.
Rabbi Green commented, however, “that I always found this phase of Rabbi Schachter’s life to be somewhat embarrassing”.
Following Rabbi Green’s presentation, Justin Jaron Lewis took the podium to offer some observations about Rabbi Schachter’s time in Winnipeg. Lewis noted that Rabbi Schachter’s own autobiography has relatively little to say about the time he spent here, even though it was a fairly lengthy period. As well, the Wikipedia article about the rabbi barely mentions his time spent in Winnipeg, Lewis also observed.
It was partly because of that vacuum, Lewis explained that, at the behest of his colleague in the Judaic Studies program at the University of Manitoba, Ben Baader, Lewis embarked upon the creation of an oral history project devoted to gathering “memories of Rabbi Schachter during his Winnipeg years.”
With contributions from 28 different individuals, all of whom whose lives were touched by Rabbi Schachter at some point during his time spent in Winnipeg – as the director of Hillel, as the representative of the Lubavitcher Rebbe, as a Professor of Religion, and in the many other roles he played, interviews were gathered. Those interviews now reside in a collection put together at the University of Colorado in Boulder (where Rabbi Schachter spent the final years of his life).
(If you would like to listen to any of those interviews simply Google “Winnipeg Jewish renewal”. According to Lewis, however, some of those interviews are not entirely positive in the impressions some interviewees had of Rabbi Schachter.)
The fact that Winnipeg seems to have been almost deliberately obscured in any writing, either by Rabbi Schachter himself or others writing about him, is somewhat of a puzzle for Lewis. After all, he observed, it was here that Rabbi Schachter “began the chaotic and colourful phase of Judaism that became so important in his later years.”
Perhaps it was the shroud of controversy that surrounded him while he was here that led to Rabbi Schachter’s downplaying the time he spent here but, as Lewis suggested, “over time the world has forgiven him even though he left Winnipeg under a cloud”.
It was left to Alexandra Granke to fill in some of the blanks that others have found when it comes to knowing more about the time Rabbi Schacter spent here.
As Granke explained, she was “the first person to have listened to all 28 interviews about Rabbi Schachter” that Winnipeggers gave. (By the way, if you have something you’d like to tell about Rabbi Schachter, you can still get in touch with Justin Jaron Lewis, who said he would love to hear from anyone else who might have something to contribute to the oral history project. He can be reached at Justin_Lewis@umanitoba.ca .)
In analyzing Rabbi Schachter’s often controversial stay in Winnipeg, Granke observed that “there was an air of inevitability about Rabbi Schachter’s break with the Lubavitch movement.”
Granke referred to an interview given by Abe Anhang, who talked about Rabbi Schachter’s use of LSD as the reason for his departure from the Chabad movement.
“His use of LSD runs through many of the other interviews,” Granke noted. Yet, she was “surprised by the relative nonchalance of many of the interviewees” toward Rabbi Schachter’s prolific drug use.
In fact, one interviewee mentioned how she was first introduced to “weed, mescaline, and cocaine” by Rabbi Schachter.
Rather than simply dwell on this aspect of Rabbi Schachter’s life though, Granke observed that many interviewees spoke of how he “opened up his group of followers to a different understanding of Judaism.”
“Doing drugs for him was not something fun,’ Granke noted. Rather, “for him it was about a way to reach a higher level of spirituality.”
Turning to yet another oft-criticized component of his life, Granke did refer to Rabbi Schachter’s having “fathered ten children with a variety of women.”
Yet, despite his somewhat notorious reputation, Granke suggested that others “were willing to overlook his lapses in moral judgment because he was so accepting of others.”
Although Reb Zalman, as he came to be known affectionately by his devoted followers, may have “been the opposite of what was expected of rabbis in Winnipeg,” his “dedication to people” is what seems to have been the mark that he left most often upon others.
“Reb Zalman always had time for others,” was a common refrain through the interviews, Granke said.
As one interviewee suggested, Rabbi Schachter’s form of spirituality, which he formulated while he was in Winnipeg, was “Buddhist chakra meeting Jewish sphirot”.
“He was a Jewish practitioner in a universal soul,” said one interviewee.
Granke referred to the interview given by Len Udow, who suggested that the pain of Rabbi Schachter’s wartime experience (when he fled first from Vichy France, then to Belgium, where he was “one step ahead of the Gestapo”) dissipated during moments in which he was engaged in prayer. “It was as if all the pain of the war was dispelled by the sudden connection with his many ancestors.”
Murray Goldenberg mentioned Rabbi Schachter’s having taught him the blessing for marijuana: “shehakol neheyeh b’dvaro” (who brings about everything by his word).
Yet, as I noted earlier, not everyone was so rosy-hued in their memories of Rabbi Schachter. David Wilder suggested that “the reason he (Rabbi Schachter) doesn’t mention Winnipeg in his writings is because of his situation with his family. His kids didn’t speak to him,” Wilder said (because of their father’s having left their mother to take up with the daughter of a well-known Winnipeg radio announcer).
Justin Jaron Lewis did say though, that “the kids reconciled with him at the end.”
As audience members after audience member spoke up to recall their own experience of Rabbi Schachter, it was easy to understand the enormous impact that this man had on so many Winnipeggers. As Jerry Cohen said, “There was no greater influence on my life Jewishly than Reb Zalman. He was a great influence to many of us in those early years in Winnipeg.”
#1 Mr. — Ernest Seinfeld 2017-07-09 11:15
This is the first time I am reading about this rabbi. I also read an article about him today in the Jerusalem Post and made the following comment:
“I remember Rabbi Schaechter as a fellow student in Vienna at the Sperlgymnasium (high school, the same Sigmund Freud atttended) in 1937.
In Austria classes in one’s religion were mandatory.
He kept trying to upstage our religion teacher by frequent interrupting him with “Raschi said”.
The rest of the students who had no idea of the teaching of Raschi and hardly were even aware of this great Talmud scholar, after a while gave him the nickname ‘Raschi’. The teacher obviously did not enjoy these interruptions but remained quiet and polite.
Ernest Seinfeld
es893columbia.edu”
I attended three years with him in the same classes. He sat always in the first row and tried to ‘shine’. He craved for attention, a trait his fellow students did not exactly find appealing.
In our January 18, 2017 issue we also printed this letter from members of Rabbi Schachter’s family, in response to the original article:
Response to article on Reb Zalman Schachter
We are the widow and children of Reb Zalman Schachhter-Shalomi, z”l. We want to recognize the initiative of the Jewish Heritage Center in convening a public forum honoring our father and Winnipeg origins of the Jewish Renewal Movement. While none of us live in Winnipeg any longer, we treasure the time that the family had in Winnipeg and are sorry that we were unable to be present for this forum. Had we been present, we would have contributed to this retrospective in the following ways.
- The article “The late Rabbi Zalman Schachter’s Time in Winnipeg Recalled at Lively Evening Hosted by Jewish Heritage Centre” misstated the tone of his family situation. Our father was wholehearted in his relationship with his wives and children. His marriage breakdowns were certainly not caused by lapses in moral judgment. Divorce almost always is difficult for the marital partners and children. In the case of Reb Zalman and Feigle, the decision to end their marriage was understandable as, much earlier, they recognized that their relationship was unsustainable. They had drifted apart as a result of the differences in their spiritual visions and only intentionally stayed together until their youngest child reached her Bat Mitzvah so that she would have the capacity to deal with family breakdown. None of the children harbor any resentment to children from other mothers. It is a testament to Reb Zalman’s love for his children, and our love for him, the that we are all in touch with one another to share each other’s joy and provide support in times of need.
- There is an element of physical harshness in the name Schachter, which has its origins in Shochet (slaughterer). Reb Zalman was someone who was deeply concerned with the increase in violent conflict in the world. He adopted a typical Jewish response to his concerns by adding a name that would bring to our consciousness the need to pursue peace, Shalom. For many years now, he has been known and called Rabbi Zalman Schachter-Shalomi.
- The relatively limited material in the University of Colorado archives on Jewish Renewal on Reb Zalman’s time in Winnipeg is not based in any way on any deliberate action on his part or because of an alleged cloud causing him to leave the city. Reb Zalman moved to Philadelphia because it had a larger Jewish community and was closer to other large Jewish centers in North America. Reb Zalman had begun providing rabbinic training in Winnipeg, but few students were willing to come to Winnipeg to study. The move to the east coast enabled many more students to access his training and become rabbis. As for the gap in current literature concerning Reb Zalman’s time in Winnipeg, we applaud Professor Lewis’s initiative in collecting oral histories to be added to the archive at the University of Colorado. Regarding the claim that Reb Zalman ignored Winnipeg in his autobiography, it should be noted that 97 pages of the 186 page “My life in Jewish Renewal,” (aside from the Appendices), are devoted to years living in Winnipeg. It is crucial to note, however, that much that happened during this period took place during his numerous travels outside Winnipeg.
We are aware that some of his views and activities were challenged by some elements of the Winnipeg Jewish community. Reb Zalman, as we all are, was human. However, for those who focused their comments at the forum on his imperfections, we wonder what standard they were holding him to. On the first Shabbat of the secular year We read Parshat Va’yigash. The story of our ancestor Ya’acov is drawing to a close. Yes, Ya’acov had issues with his wives, with his children, and with neighbors in the broader community. Those flaws, however, are not the major part of his remembrance. We remember him as a Jewish ancestor whose legacy was that all Jews now are known under Ya’acov’s second name, Yisrae. We are all B’nai Yisrael.
We, his widow, his daughters and sons, his grandchildren and great-grandchildren, all feel that we have been blessed by being the spouse and offspring of one of the 21 century’s greatest rabbis. Each of us, in our own way, is seeking to continue the contribution to society that he has made. May our actions and the actions of Winnipeg Jewry give our father’s neshama an aliyah!
Blessings,The Widow and all the children of Rabbi Schachter-Shalomi
Eve, Miriam, Rabbi Shalom, Josef, Yale, Chana Tina, Jonathan, Lisa, Shalvi, Rabbi Shlomo Barya, Yotam & Rossi
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.
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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.
