Features
Witness to a mass murder
By DAVID and MILTON AMMEL Special to The Jewish Post & News Attacks on Jews have seen a sharp upsurge in recent years…indeed, many sources believe the epidemic of violence against Jews is the worst since Hitler. (In the latest perversion, some are even trying to blame the Jews for the Covid 19 pandemic!) The fact that 6 million Jews (or more) died in Hitler’s holocaust is beyond question; there are two questions that have faced the world ever since World War Two: 1. Did Allied leaders fighting Hitler know about the death camps long before their existence was known to the world? and 2. If the allies did know about it, then why wasn’t something done to at least limit Hitler’s atrocities?
We provide some answers in this article that have been overlooked by many…answers that some powers to be may not like. But truth is truth, and it’s past time to see what was really going on in the early days of World War II.
There has been a widespread belief among most historians that President Roosevelt, Winston Churchill and others had no idea of the scale of mass slaughter until the very end of the war when the death camps were finally liberated. But is this true? For the purposes of this article, we will limit our discussion to what Roosevelt surely knew.
By all accounts, President Roosevelt only had one meeting with Jewish leaders about the ongoing Holocaust, and this took place in December 1942. American Jewish leaders managed to arrange a meeting with President Franklin D. Roosevelt about the already tragic situation in Europe. A review of the meeting demonstrates a shocking lack of any great concern about the plight of the Jews, even after he acknowledged he knew what was transpiring. A report of the meeting is contained in the “Jewish Virtual Library” and we will quote extensively from this account that shows the President already knew about the death camps already in operation.
After the State Department confirmed reports that Hitler was planning to murder all the Jews in territories under German control, several American Jewish leaders including Rabbi Stephen Wise managed to arrange an audience with President Roosevelt. At this 29-minute meeting, the only one FDR had with Jewish leaders about the Holocaust, the President was presented with a document outlining the Nazi plan to annihilate European Jews. Adolph Held, the president of the American Jewish Labor Committee, wrote this report of the meeting, which indicates the president was acquainted with details of the atrocities being committed by the Nazis:
“The committee consisted of Rabbi Stephen S. Wise, of the Jewish Congress; Mr. Monsky, of Bnai Brith; Rabbi Rosenberg, of the Agudath, and Adolph Held, of the Jewish Labor Committee.
“The meeting with the President was arranged for Tuesday, December 8, 1942, at 12 o’clock. We were originally notified that the President would give us 15 minutes, but the conference lasted 29 minutes. The purpose of the conference was to present a prepared memorandum on the German atrocities in Poland consisting of an appeal to the President for immediate action against the German extermination of Jews, and also a 12 page memorandum citing the facts that have been gathered on this subject.”
After a few brief introductory remarks, the meeting got down to business.
Rabbi Wise then read the declaration by the committee.
“Rabbi Wise did not read the details but simply said: “Mr. President, we also beg to submit details and proofs of the horrible facts. We appeal to you, as head of our government, to do all in your power to bring this to the attention of the world and to do all in your power to make an effort to stop it.”
“The President replied: “The government of the United States is very well acquainted with most of the facts you are now bringing to our attention. Unfortunately we have received confirmation from many sources. Representatives of the United States government in Switzerland and other neutral countries have given us proof that confirm the horrors discussed by you. We cannot treat these matters in normal ways. We are dealing with an insane man- Hitler, and the group that surrounds him represent an example of a national psychopathic case. We cannot act toward them by normal means. That is why the problem is very difficult. At the same time it is not in the best interest of the Allied cause to make it appear that the entire German people are murderers or are in agreement with what Hitler is doing. There must be in Germany elements, now thoroughly subdued, but who at the proper time will, I am sure, rise, and protest against the atrocities, against the whole Hitler system. It is too early to make pronouncements such as President Wilson made, may they even be very useful. As to your proposal, I shall certainly be glad to issue another statement, such as you request.”
So, saving Jewish lives is “very difficult” because Hitler is insane?
There followed a discussion of possible options to help the Jews, and then FDR made these remarks.
“The President then plunged into a discussion of other matters. “We had a Jewish problem in North Africa” — he said. “As you know, we issued orders to free all the Jews from concentration camps, and we have also advised our representatives in North Africa to abolish all the special laws against the Jews and to restore the Jews to their rights. On this occasion I would like to mention that it has been called to our attention that prior to the war, Jews and Frenchmen enjoyed greater rights than Moslems in some of the North African states. There are 17 million Moslems in North Africa, and there is no reason why anyone should enjoy greater rights than they. It is not our purpose to fight for greater rights for anyone at the expense of another group. We are for the freedom for all and equal rights for all. We consider the attack on the Jews in Germany, in Poland, as an attack upon our ideas of freedom and justice, and that is why we oppose it so vehemently.” “Now you are interested in the Darlan matter. I can only illustrate this by a proverb, I recently heard from a Yugoslav priest—”When a river you reach and the devil you meet, with the devil do not quarrel until the bridge you cross.”
These Jewish leaders were beseeching Roosevelt to stop the genocidal mass-murders of Jews going on in Europe!! They were not asking him for “greater rights….at the expense of another group!
“Apparently, at the end of this quotation the President must have pushed some secret button, and his adjutant appeared in the room. His eyes and broad shoulders showed determination. We rose from our seats, and, as we stood up, the President said: “Gentlemen, you can prepare the statement. I am sure that you will put the words into it that express my thoughts. I leave it entirely to you. You may quote from my statement to the Mass -Meeting in Madison Square Garden some months ago, but please quote it exactly. We shall do all in our power to be of service to your people in this tragic moment.”
“The President then shook hands with each of us, and we filed out of the room.”
Contained in this narrative already are suspicions that FDR may have harbored prejudices against Jews. At best FDR appeared to be indifferent about the Holocaust, which he admitted he already was aware of. At worst it would be like a witness to a murder who does nothing to stop the crime.
Another troubling glimpse of Roosevelt’s view of Jews is an article published in the May, 2018 issue of the Jerusalem Post. The article was entitled “FDR wanted Jews spread thin and kept out of the U.S., documents reveal.”
These documents from the FDR Library reveal something called the “M Project” which was a study commissioned by Roosevelt to study the migration of millions of peoples displaced by the War, most of them Jews.
“Describing the M Project to UK Prime Minister Winston Churchill in 1943, Roosevelt said the study is focused on “the problem of working out the best way to settle the Jewish question,” adding that the solution “essentially is to spread the Jews thin all over the world,” rather than allow them amass in large numbers in one specific place. The conversation was recorded in the diary of Vice President Henry Wallace, who was present at the meeting.”
This all points to a shocking realization that Roosevelt’s view of Jews was that they were a race of troublemakers, to be scattered all over the planet to minimize their chances of gaining any meaningful power.
Another claim that many historians use in excusing the allies in their refusal to help the Jews in the death camps is the claim that it would divert considerable resources from the air campaign, and so would not be worthwhile.
An article in “The National Interest” dated October 8, 2017 asks the question: “Could the Allies Have Stopped the Killing at Auschwitz Sooner?” What follows is a discussion of the supposed dilemma military planners faced, which included their claim that the death camps were out of range of the bombers. For the purposes of this article, we take notice of these facts.
“In considering the feasibility of bombing Auschwitz, one needs to know if the Western governments knew about the world’s largest killing center. The answer is a definitive yes. As historian Tami Davis Biddle has discovered, the first report about Auschwitz was made as early as January 1941—only six months after it had opened and before the gas chambers were installed. A report from the Polish underground was sent to the Polish government in exile in London, where it was forwarded on to Sir Charles Portal, the chief of the British Royal Air Force. The report said Auschwitz was one of the Nazis’ “worst organized (sic) and most inhuman concentration camps.”
“The American public was first introduced to the horrors of Auschwitz on November 25, 1942, when the New York Times published an article on page 10 that stated, “Trainloads of adults and children [are] taken to great crematoriums at Oswiencim [Auschwitz], near Cracow.” In March 1943, the Directorate of Civilian Resistance in Poland reported that 3,000 people a day were being burned in a new crematorium at Auschwitz.”
Roosevelt knew everything that was going on in this German genocide of the Jews, including every detail of it.
It is a brutal fact that an unending stream of reliable reports from various sources in various parts of Europe were provided to Allied forces.
“It was also discovered after the war that by the time Auschwitz had been liberated the Allies had photographed the camp at least 30 times during the course of the war. The photos, taken by the U.S. Army Air Forces, were stored at the Mediterranean Allied Photo Reconnaissance Wing in Italy, which was commanded by President Franklin D. Roosevelt’s son, Colonel Elliott Roosevelt. Some photos even showed inmates being marched to the gas chambers.”
What about the claim that Auschwitz (and other death camps) was beyond the range of bombers?
“By May 1944, the USAAF had begun attacking the Third Reich’s synthetic oil plants located in Germany, Poland, and Romania. The goal was to bring Hitler’s war machine to a halt. On August 8, 1944, a raid numbering 55 bombers from the U.S. Eighth Air Force flew from airfields in the Soviet Union and dropped more than 100 tons of bombs on an oil refinery at Trzebinia, which was approximately 20 miles northeast of Auschwitz.” (emphasis ours.)
One more question that many have asked: considering that Jews and other fated people were brought in on railroad cars….wouldn’t bombing the railroad lines have hindered the death camps? The argument to that question is pretty much the same as others: bombing the death camps would’ve done no good because it would’ve killed inmates, they were out of reach, would’ve required too much diversion of air power, etc etc.
Strangely enough, even the Pope has gotten in on the last controversy. An article from the “Independent” from June 22 2015 carries the title “Pope Francis: Why didn’t allies bomb railway routes taking prisoners to Auschwitz?”
‘’The great powers had photographs of the railway routes that the trains took to the concentration camps, like Auschwitz, to kill the Jews, and also the Christians, and also the Roma, also the homosexuals,” Pope Francis said.
“Tell me, why didn’t they bomb” those railroad routes?”
In a 2004 interview concerning the bombing missions he flew as a young bomber pilot by Auschwitz, Senator and 1972 Presidential candidate George McGovern said, “FDR was a great man and he was my political hero. But…he made….the decision not to go after Auschwitz…God forgive us….there was a pretty good chance we could have blasted those rail lines off the face of the earth (and) interrupted the flow of people to those death chambers, and we had a pretty good chance of knocking out those gas ovens.” (December 2004 interview with Israel Television and the David S. Wyman Institute for Holocaust Studies.)
Indeed, many experts now say that with a bomb load of 8000 pounds, only six of our bombers would have obliterated the rail line, the death chambers, the gas ovens, and the SS barracks.
The same could have been done to the other five death camps.
As for the real possibility that some inmates would be killed….think about this. Their fate was already sealed. So in the long run, it obviously would’ve saved many inmate lives overall.
We now turn to the question: we have established that FDR and others knew all about the death camps very early in the war….so when did Roosevelt begin to refuse helping the Jews?
It started even before World War II!
The steamship M.S. St. Louis, having crossed the Atlantic Ocean with over 900 German-Jewish passengers desperate to escape Nazi Germany, is steaming off the coast of Miami, Florida for about two weeks in June 1939. The passengers have formed a committee and are begging the U.S President himself for sanctuary in the U.S. Roosevelt refuses.
U.S. Immigration authorities then send the ship back to Europe. This rejection is a death sentence to many on the ship at the Nazis’ hands.
Throughout the following war, Roosevelt rejected all requests made by Jewish leaders to bomb the gas chambers or the rail line at Auschwitz.
When it comes to the unspeakable blood on his hands’ guilty refusal to save 2,000,000 or more men, women and children’s lives, Jewish and others, Franklin Delano Roosevelt has no excuse.
His actions are the utter opposite of a “great man.”
The ending of this tragedy only came when World War II ended in Allied victory. But many millions of innocent human beings never lived to see that victory and their salvation….in large part due to the tragic indifference of a U.S. President.
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.
