Derived from the SpaceTourer, the exterior of Citroën’s new van takes on the silhouette and colour of the legendary Type H, thanks to the work of Italian coachbuilder Caselani, while retaining the comfort and technology of today’s vehicles. For the interior, Citroën turned to Slovenian interior designer Bravia. The Type Holidays has a pop-up roof that allows you to stand upright in the vehicle, and offers sleeping accommodation for two, a bench that opens to form a bed, two side doors, a kitchenette and a folding table.

A diesel-powered van

While Stellantis, Citroën’s parent company, has already announced the discontinuation of certain vehicles such as the Berlingo and SpaceTourer in petrol or diesel mode, the Type Holidays will be offered in two diesel versions (a 145 bhp 2.0 BlueHDi in manual mode, and a 180 bhp 2.0 BlueHDi in automatic mode).

With its blend of retro design and modern technology, the all-new Type H is sure to win over its audience. There is one small downside, however: its price. We’ll have to wait until it goes on sale in early 2024 to find out the final price, but initial rumours suggest a figure of around €90,000. A relatively high price compared with the competition. Will the vintage charm be enough to take the plunge? The answer will be in the first half of 2024. Citroën hopes to deliver the first models before the summer of 2024. So we should be seeing a few of them on French campsites.

Type Holidays on the Citroën website.

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Every year, in May and even more so in June, our Belgian neighbours take to our roads to head for the sun and enjoy the amenities of France. Nearly ¼ of Belgians say they go camping, and it’s fair to say that we often see them out and about with some fine equipment.

A few semantic details about French-speaking Belgians, however, which can also be referred to as belgicisms: while many appreciate the motor-home, or camping-car for the French; more and more appreciate the residential caravan that we call the mobil-home; others have opted for the camping car, which across the Channel means an extendable folding canvas caravan… But there are also die-hard caravanners, and there, the word is the same.

The summer period is therefore the best time of the year to see our ancestors on the road again, in what we French would call retro caravans… In short, all this to say that in the 50s, 60s and 70s, the flat country saw a number of manufacturers who built inventively, looking for lightness or emphasising comfort, sometimes all 3 at the same time. We’re going to introduce you to five of these brands in this article.

Let’s start with the charming Wa-wa au, the brainchild of Louis Dombard. Most of them had a roof that could be lowered for journeys, an isorel body that was therefore very light, and twin wheels with a rubber ring suspension system. The first of these were called 160, 180 or 200, depending on the width of the body. Very popular in the retro world, they are nevertheless rare on our roads, but keep your eyes peeled…

More common and more widespread are the Constructams, which appeared around 1959 in East Flanders. They can be recognised by their half-height polyester body and rounded windows at the front. Very bright, with rounded wooden furniture, they are also very pleasant to tow, as their centre of gravity is low. They are called Condor, Coral or Comet, depending on their size.

Another brand that enjoyed some popularity was De Reu caravans, which appeared in Bellem between Ghent and Bruges. The wooden fittings were just as well designed and similar to those of the Constructam, but they were quite distinct externally. The first shape was characterised by a straight front with a line descending towards the rear, then in the mid-1960s they adopted a more classic line with rounded corners and a pop-up roof. In different ways, their names evoke small dwellings, the Cahute, the Casbah or the Casa Blanca. They were built until the mid-1980s.

Another technical solution that allows a very particular shape are the Bourgeois, born in Ostend in 1960. Two brothers chose pressed aluminium to build a caravan with a rounded shape. They also have very effective hydraulic brakes. This time, the names don’t evoke escapism, but simply size: B36 for the 3m60, B43, B50.

Let’s finish with the Belgian grail, the Notin of the flat country, with the astonishing La Tortue, built in Ypres from 1950. They are immediately recognisable by their parallelogram shape, which gives them a look that “causes a sensation”, as the advertisements say. The brand called this line “Mercury”. Designed to improve their penetration of the air, they offered numerous solutions to improve comfort: a two-piece polyester roof to provide natural air conditioning, metal shutters on the inside of the windows, a large boot at the rear to store the caravanners’ ‘brol’ (the familiar Belgian version of ‘barda’), and an integrated footboard. They were fairly heavy, however, as comfort was essential, but their island names – Micorca, Corsica, Mallorca, Capri, Capri MK II for the brand’s flagship, a twin-axle vehicle 6.85 metres long and 2.20 metres wide – were an invitation to long-distance travel and exoticism.

Now that you’ve read this article, and with a bit of luck, I’m sure you’ll soon be seeing some of these beautiful Belgian ‘ancestors’ on our roads.

To write this article, we found informations in

–Le camping a évolué, le campeur aussi – La Libre , article du 6/02/2015

– http://www.rccf.net/

-Sylvie et Franck Méneret, Caravanes de France et d’ailleurs (1920-1960), ETAI 2010

–Digue dingue Dong

– https://www.bocc.be/

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In 1960, the Société Sud-Aviation produced mainly the Caravelle series of planes, the Alouette series of helicopters and participated in the study and production of ballistic missiles. It is a national state-owned company that employs 23,000 workers in the south-east and west of France.  Sales of the Caravelle are slowing down and it is a question of keeping all these employees employed by the French state busy. The company therefore sought to diversify and produced Frigéavia refrigerators, Téléavia television sets, etc.

The caravan market was buoyant in the early 1960s and, with the agreement of the State, this new activity was created in the St Nazaire factory where engineers were working on what was then called “camping trailers”. The beginnings were small-scale. Initially, about twenty caravans in parts were imported from the United States and built under a Terry licence. The first models actually built by Caravelair had an undeniable American caravan feel. 

In September 1961, the new manufacturer presented to the national press the two models called “la Corsaire” and “la Goélette” which would become the future Bretagne (3m30) and Armagnac (4m20) when they arrived on the market a few months later. They are of classic design with an electrically welded profiled steel frame, independent wheels and torsion bar suspension. The interior is lined with laminated wood panels. Later on, different printed wood species will be possible, such as sycamore. 

From this time onwards, Caravelairs were distributed by Trigano in other regions of France. This brand, like Digue and Sterckeman, quickly underwent a process of industrialisation of its production. Trigano, a specialist in the world of leisure, gradually acquired shares in the company and the production site was extended to Trignac, 7 km away. Other models were quickly proposed, all of which were named after regions of France, except for the small “Alouette”, with its 2.90m long access through a large double door at the rear. It is possible to choose a colour for the central strip: turquoise blue, jade green or chamois beige. Many remember the Caravelair caravans produced by Dinky toys 1/43 that were part of our childhood games. The brand is also visible on all the roads of France thanks to its after-sales service and its Estafette stamped Caravelair. 

In the 1970s, SEMM Caravelair was bought by Trigano. Shortly after this takeover, the production of Caravelair caravans moved to Tournon sur Rhône in the Ardèche, where they are still produced.  From 1972 onwards, new, very square shapes were adopted and the models were also named after French or even foreign towns (Hossegor, Lugano, etc.). In 1974, the group was in difficulty and it was the Crédit Lyonnais that took control before returning to the Trigano VDL group to which it still belongs.

Caravelair and Sterckeman caravans are still produced in Tournon sur Rhône in the Ardèche. It is possible to visit the site by booking in advance. 

References :
– Digue Dingue Dong
– Sylvie et Franck Méneret, Les caravanes de France et d’ailleurs, ETAI
– Page Facebook RCCF – Bruno Crotta
– Trigano (entreprise) — Wikipédia (wikipedia.org) 
– Trigano VDL (visite du site actuel)
– Bruno Crotta for the aerial photos of the production site. 
– Caravaning, n°75, octobre 1961

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This gathering, organised by enthusiasts of retro camping and the Notin brand, should have taken place last year, but Covid wanted it otherwise. One year later, it was a great success and a nice tribute to the 100 years old brand (101 years old, after all!). On the banks of the Indre, a real timeless campsite was set up. It was not only possible to see beautiful Notin caravans from the last century, but also the vehicles associated with many old American cars that Notin caravan owners appreciated. These caravans, which never weighed less than a ton, had to be towed. In addition to the caravans and their cars, the pitches were decorated with vintage camping equipment. The oldest caravan at the rally, probably the oldest Notin caravan still in use, dated from 1938. Although caravans were in the majority at this event, a few motorhomes were also present. We offer you a short video review of this successful anniversary, with the presentation of the caravans of some of the enthusiasts present in Azay-le-Rideau.

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You don’t have to stay on site, or even have a suit, but you can come and watch the concerts or admire the beautiful VW suits that will be on show. The price for the day is 10€. It is advisable to reserve your place on the site, especially as the pre-sale price is 8€. The 3-day pass costs 15€. On Sunday, admission is free.

To book or get more information, you can visit the event website : www.frenchvwbusmeeting.fr

A selection of campsites around Cherisey

If you want to stay at a campsite in Burgundy near Chérizet, you will find several campsites for caravans, tents or motorhomes.

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Our campsites around Azay-le-Rideau

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The year is 1955. James Dean symbolises a rebellious youth in Rebel Without a Cause while Peter Sellers and Alec Guinness were partners in Ladykillers. On the radio, Bill Haley rocks Around the Clock. The Volkswagen Beetle was the best-selling car of the year, passing the symbolic ceiling of one million units produced. The other flagship product of the German brand is the Combi. So much so that the Wolfsburg factory where it is built can no longer meet the demand. The vast majority of German cities are applying to host the new vehicle factory. With its position on the Mitteland canal linking the Rhine and Ems, the Weser and the Elbe, and the presence of a marshalling yard, Hanover won over Volkswagen’s management. Construction of the factory began in 1955. Thousands of workers were busy constructing the new building and a makeshift town was even built with offices, housing, etc. In describing the gigantic scale of the construction site, a journalist of the time pointed out that the quantity of wood used for the supports would have been “enough to build a one-metre wide bridge between Wolfsburg and Basel” (685 kilometres). During the construction of the factory, Volkswagen began training 3,000 workers to ensure that production could start. A railway line was also inaugurated in February 1956 to connect the factory to Hanover.

Over 9 million vans in 65 years

Production started on 8 March 1956. Eleven years later, by the time the first generation of the Transporter came to an end, 1.8 million vans had been built in the Hanover plant. From the T1 to the T6.1, which it is currently producing, the Volkswagen Commercial Vehicles plant in Hanover has built 9,228,000 Combis. And the story isn’t over yet, as before the end of next year it will be producing the new Multivan and above all Volkswagen’s first 100% electric vehicle, the ID. Buzz (which we will tell you about shortly). The new generation Kombi is coming to Hanover. As the plant manager, Thomas Hahlbohm, points out: “Today, the plant is 65 years old, but it is not ready to retire. “The figures speak for themselves when it comes to the success of the Hanover site: 14,800 employees work on 1.1 million square metres (about 152 football stadiums!) and there are 3,000 bicycles in use!

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Some remember these caravans, long recognizable by their wooden lanterns and shutters. While the materials have evolved, as well as the equipment, there are always optional shutters on Notin motorhomes as well as a real cabinetry assembled with the system of keepers.

This Notin advertisement from 1959 shows the four great precursors of the Caravan in France who make a joint advertisement to tout their seniority and the quality of their manufacture. A little more than 10 years later, only Notin will survive the democratization of campervans by retaining its specialization in the construction of luxury motorhomes.

At the origins, camping trailers

But back to Notin’s origins. Francis Notin built from 1921 trailers of fairgrounds, first with animal traction, then, from 1928, automobile with his brother Joseph. In 1933, the Notin brothers created a tourist caravan at the request of a Nice lawyer. This model departs from the trailer thanks to its side and non-rear door, just as it adopts skylights, vectors of light and fresh air. The windows go down the walls. In 1934, Joseph Notin bought the workshop from his brother and devoted himself to the camping trailer. It was the first manufacturer to exhibit at the Paris fair in 1935.

With the Second World War production reorientions were operated as with many factories. The time is no longer for tourism and the brand is responding to the orders of the state to build caravans of public works, radiology, broadcasting, agrarian trailers and gasogens. After the war, tourism resumed, but it was still reserved for a certain elite.

The 1950s, 60s and 1970s, the popularization of camping holidays

In the 50s, 60s and 70s, many models were born ranging from 3 meters to 7 meters. Notin even produces double-axing caravans. Notin caravans come in two ranges, one light with aluminum shutters, optional equipment, and a tradition with fully equipped wooden shutters. Starting at a certain size or as an option, they often adopt a second door for toilets whose walls are lined with Panolac (french brand of covering wooden panel). The colours vary according to the times and tastes of their owners; pink, blue, black or orange. Various woods are offered, Oregon pine, speckled maple, mahogany, Zebrano.

This Notin advertisement includes Notin excellence, the quality of the cabinetry, the rounded bar, the Notin table that fits into a coffee table or table for the meal, the bathrooms completely covered with Panolac (french brand of wooden covering panel) and equipped with a sink and toilet. They could also have a water heater. The Notin were designed to be autonomous as camping did not exist until the democratization of camping in the 1960s. We camp on the farm, in a close…

The forms evolve relatively little over the years, always marked by a certain rounding that fades with the years. There are also some differences in the shape of the wheel arches or windows, rounded and then more square. The Notin of the 1970s are recognizable by a thin brown band at mid-height. They are named Benjamine (3m40), Chaumine (3m50- 610 kg), Hirondelle (3m50- 610 Kg), Residence (4m-900 Kg), Villula (4m50, 950 kg), Vedette (5m40-1100 kg), Ker (5m40-1300 kg), Corvette (5m40-1300 kg) or Florilège (6m -1400Kg). They are also distinguished by their number of lanterns ranging from one to eight.

In fact, it is sometimes difficult to recognize the different models because of multiple possible variations in both length/width and layout. They are custom made. Production is artisanal in the organization and the number of units produced. According to the 1975 figures of the Trade Union Chamber of Caravan Builders, which concerned only those registered more than 500 kg in PTAC, Notin produced 24 caravans in 1975 compared to 15,000 for Digue or nearly 8000 for Sterckeman. Notin caravans remain models reserved for a certain bourgeoisie at a time when camping and especially caravanning has already become widely democratized.
The Notin require for the most part models of powerful towers, American or Citroen DS as will be seen on the advertisements of the brand. At the end of the 1950s, Notin caravans were equipped with Hydrakup braking, Notin being an exclusive importer of this brand.

Attempts to democratize the brand

The brand has repeatedly sought to produce cheaper caravans. In 1966, a new range was launched, the Astrée, which consisted of 3 models (3m20, 4m and 4m70).

1970 saw the emergence of a new “Caravelle” range. This strangely cubic caravan, which preserves the lanterns, is even offered in 2 or 4 places, 2 to 3 times cheaper than a classic Notin of the same size. This is based on an advertisement for a Notin license.

In the 1980s, it was the turn of the Notin 2000, but none of these attempts to “democratize” the brand finds its audience. That word is a bit strong. The aim is to offer a more modern caravan. A 2000 Notin of 4m is worth 42,000 francs when a Notin Tradition of the same size is worth 10,000 euros more. It is certainly more modern when compared to the old range but also lighter with a gross vehicle weight rating of 1000 Kg. The Adria brand, whose sales were very large at the time, cost in the 15,000 euros for a model of the same size. This is not, of course, the same standard. Notin is top of the range and will remain so. That is certainly what has allowed the brand to survive to the present day.

The founder of the brand died in 1959, at the age of 56. The brand remained family until 1969 when Madame Coursin-Notin, her daughter, left the company. In 1970, one in two Notins was a motorhome. The factory was run in 1978 by Pierre Bruan and, since 1990, it has only produced motorhomes.

From “Living Car” to motorhome Notin

Today, we come across them on the roads, integral models of often impressive proportions. Their equipment is also worthy of the best luxury apartments. But when do their forerunners appear?

In 1951, two motorhomes, a Notin and Pierre Digue’s Passe-partout, were mentioned in the specialized press, both built on Renault 1000 kg chassis. The 2.3-l petrol engine of 14 hp develops 46 hp at 2,800 rpm and is served by a 3-speed gearbox. The bodywork is always the work of the developer who keeps only the driving cab and the Renault chassis, with flat roof or lanterns, hidden descending windows and all the comforts that we encounter in the Notin caravans.

Camping-Car Notin of 1951 still rolling

In the 1970s, the proposed carriers were more numerous and chosen according to the size and weight of the cells. The lightest on Ford Transit, Peugeot J7 and Citroen C35. The lighter and heavy on Mercedes 408, 508 or Hanomag. There were also a few cells on Renault Estafette but the low power of this vehicle was not suitable for the weight to be taken.

It should be noted that in the past french did not call a cell on carrier a motorhome but a “camping truck”. This sounded like a utilitarian vehicle and did not suit the NOTIN standing and its caravans “road yachts” nicknamed in several advertisements. The name “living-car” more chic was therefore chosen by the brand according to the will of Mrs. Andrée Coursin-NOTIN.

Comment from a Notin ad column, probably 1974

[quote align="left"]“The Living-car Notin will bring you the comfort and refinement that NOTIN caravans are known for. It no longer gives you complete autonomy without the requirement for a special permit. Running livability increases your comfort and speed of travel; the residential part always in communication with the cabin remains usable during the journey. Passengers can move, read, work, rest without the need to stop the vehicle. In case of plurality of drivers, one can sleep comfortably in a bed while the other drives; this multiplies your range. There is no parking problem for the Living Car which parks like a normal car (parking, pavement)[/quote]

photo taken from a vintage advertisement in front of the factory still bearing the name “Notin trailers” – the porters are then Citroen or Mercedes. At the bottom is a Notin 2000.

In 2005, for the 90th anniversary of the brand, the company has 50 employees and produces 80 to 110 motorhomes per year. The brand will be 100 years old next year, the Success Story continues thanks to inventive entrepreneurs who do not forget the past.

Christophe Leroy, RCCF (Rétro Camping Club de France)member.

Sources:

Bruno Leroux et Maurice Girard, « Caravanes de chez nous », Ed. MDM, 1998

Sylvie et Franck Méneret, « Caravanes de France et d’ailleurs 1920-1960 », E-T-A-I

Website Digue-Dingue-Dong

https://michelcaravanier.skyrock.com/

Magazine le Caravaning, sept 1966, N°132.

Facebook page Documentation old caravans

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TheINA (French National Archives for TV) has a knack for finding us nice videos about retro camping. Here is a report on the comfort of camping during the 1970s. Personally, we love the gentleman in a tie in his folding caravan!

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