M39 Pantserwagen
DAF M.39 "Pantrado 3" seen from behind
Type	Armoured car
Place of origin	Netherlands
Service history
In service	1939-1944
Used by	Netherlands  Germany
Wars	World War II
Production history
Designed	1938
Manufacturer	DAF
Unit cost	44,133 guilders per hull
Produced	November 1939 — May 1940
No. built	12 plus prototype
Variants	DAF M40
Specifications
Mass	5.8 tonnes
Length	4.75 m (15 ft 7 in)
Width	2.08 m (6 ft 10 in)
Height	2.16 m (7 ft 1 in)
Crew	5
Armour	5-10 mm
Main armament	37 mm Bofors cannon
Secondary armament	2x 7.92 mm Paw m-20 No.1 Lewis machine gun 1x 7.92 mm Paw m-20 No.2 modified Lewis machine gun
Engine	Ford Mercury V8 95 hp
Power/weight	16.4
Suspension	leaf and helical springs (TRADO rear suspension)
Ground clearance	40 cm
Fuel capacity	85 litres
Operational range	200 -225 km
Maximum speed	75 km/h (47 mph) forwards 50 km/h (31 mph) backwards

The Pantserwagen M39 or DAF Pantrado 3 was a Dutch 6×4 armoured car produced in the late thirties for the Royal Dutch Army.

From 1935 the DAF automobile company designed several armoured fighting vehicles based on its innovative Trado truck suspension system. Among these was the Pantrado 2, an armoured car. From 1936 the Dutch military encouraged DAF to develop this type into the Pantrado 3, a design more closely meeting army specifications for a reconnaissance vehicle, in order to establish a small indigenous armoured vehicle production capacity. A prototype was built and in early 1939 twelve vehicles were ordered of the DAF M39 type, the last of which was delivered in January 1940. The vehicles were destined to equip reconnaissance platoons of four cavalry hussar regiments.

For its time the DAF M39 was a modern design with an all-welded monocoque construction of the hull and extensive use of sloped armour. The turret, fitted with a relatively powerful 37 mm cannon, was produced in Sweden by Landsverk. The type was lightly armoured and relatively fast, with a good cross-country capability. It had been intended to build a second series of an improved type with 6 x 6 drive, the DAF M40, but production preparations were interrupted by the German attack during the Second World War.

When the Netherlands were invaded on 10 May 1940, no operational unit had yet been equipped with the type. The crews had not finished their training yet and the vehicles themselves had not all been completed due to delays in the fitting of the armament and repairs necessary because the welded armour plates proved prone to cracking. Therefore only three DAF M39s actually participated in the fighting, in ad hoc-units, engaging German airborne troops and landed transport planes. After the Dutch defeat, German combat units would for several years employ the captured vehicles under the designation Panzerspähwagen DAF 201 (h), some of them upgraded by DAF, until gradually losing them all on the Eastern Front.

After the war there were plans to restart production, building two hundred vehicles for Dutch reconnaissance units and perhaps a number for Belgium, but eventually it was decided to use light tanks for this role instead.

Background

In 1937 the quickly deteriorating international situation urged the Dutch government to speed up its 1936 modernisation programme for the Dutch armed forces. In view of the limited budget available for armoured vehicles, Chief of Staff Lieutenant-General Izaak H. Reijnders decided that most funds should be dedicated to the acquisition of tanks. Therefore the existing number of twelve Swedish Landsverk 181 (named M36 in Dutch service) armoured cars, equipping a single squadron, should only be expanded with a dozen more for a second squadron, two additional vehicles to function as command cars for each squadron, twelve vehicles to provide a platoon of three for the reconnaissance unit, a motorised cavalry Hussar regiment, of each of the four infantry corps and finally ten vehicles to be used as matériel reserve and for training: 36 new armoured cars in total.

Fourteen Landsverk 180 (M38) vehicles were received between 16 March and 11 November 1938 to equip the second squadron and as command cars; however the Dutch in 1937 also tried to reduce their dependency on foreign manufacturers — especially Sweden, the armour industry of which country was known to have close informal ties with Germany — by employing their own small truck industry, the DAF company.

The army had in 1935 first suggested to DAF to produce some British type under licence.^[1] Although officially the Netherlands adhered to a policy of the strictest neutrality, it was hoped that by secret negotiations it could be arranged that the British would send an expeditionary force in case of a German attack and that some communality of equipment would facilitate such future cooperation. Also the army considered British armoured cars to be the best available. However, it transpired that DAF had already developed an indigenous design, which it claimed to be more advanced than any British armoured car.

Development

Production

As DAF had never before produced armoured fighting vehicles, the planned interval of just four months between order and the first delivery had been very optimistic. Production was soon delayed, largely because components were not made available on time. Ougrée Malhaye could only send the armour sets five to seven weeks later than DAF had expected. The electrical components had been ordered from the German manufacturer Bosch but their delivery stagnated after the outbreak of war on 1 September. France halted export of military goods at the start of the war, including the prismatic episcopes and visors intended to be fitted in the M39. The Dutch Philips company started a crash programme for production of a suitable prism but this would take several months to come into effect. The worst delay was caused by changed Army specifications for the machine gun mounts; these had been received by DAF in April and new drawings were only ready in August. The special steel pieces again had to be produced by Ougrée Malhaye, but the only steel oven capable of casting them happened to be in revision for several months. In November the entire production process was halted for some weeks because of the Venlo Incident:^[5] the German Abwehr had abducted two British intelligence officers from Dutch territory and it was feared that the Dutch protests regarding the incident would be used as a pretext to invade The Netherlands; all vehicles were temporarily evacuated to Rotterdam, as Eindhoven, where DAF was based, was dangerously close to the German border.

By November all turrets had been delivered by Landsverk. However, they had not yet been fitted with any armament because the Ordnance Department had decided to produce the needed 37 mm cannon itself in its arsenal, under a licence obtained from Bofors in June 1937 to equip the earlier M38, and manufacture had met with some serious delays. When the first car was officially delivered by DAF on 27 November 1939, not only did the turret lack any guns but also the hull machine guns and all visors were absent. Nine vehicles, also in an unfinished state, were delivered in December and the final two on 3 and 5 January 1940 respectively. DAF reduced the price by 1500 guilders per unit to partly compensate for the deficiencies. The cars were moved to an Ordnance Department facility in Delft to be completed. In late January the first vehicle could be fitted with the first 37 mm gun produced for the series and at the same time equipped with a full set of episcopes and periscopes provided by the Nederlandsche Instrumenten Compagnie (Nedisco); it was immediately tested at the gunnery range at Oldebroek. In February, five other vehicles were parked at the Cavalry Depot, officially "fit for military use" but in fact still waiting to be equipped with guns.

The delays irritated the ministry of defence such that in February it asked the Ordnance Department when the type could be operational. It was promised that six vehicles would be completed in March and April each if 110 bulletproof tyres of the Veil-Picard type, which had been ordered in December from Michelin in France after export of the American Seiberling-type had been forbidden, were delivered on the due date of 1 April. In fact the tyres would never arrive; and bar a single vehicle to which bulletproof tyres had been experimentally fitted all M39s used normal inflatable truck tyres. But a far more serious deficiency would impede operational use.

Already in May 1938, after cracks had been discovered in the conventional armour of the M36 vehicles, the ministry of defence had asked DAF whether their type, using untried welding techniques, could also be prone to cracking; in the summer of 1938 the commander of the 1e Eskadron Pantserwagens while testing the demonstrator vehicle had also expressed his concerns on this matter. Despite the warnings by Addink, Van Doorne pretended that he was unconcerned. Nevertheless the May 1939 contract had contained a warranty clause, instructing DAF to weld all connections tension-free and making DAF liable for all defects of this nature. Late March 1940 during cleaning it was discovered that on three of the six vehicles the welds of the machine gun mounts were cracking. One vehicle was sent to DAF that rewelded the crack and reinforced the glacis by riveting a steel plate behind it. Soon however, it transpired that next to the reinforcing plate a new crack had appeared. In April the number of cars showing cracks had risen to five and on some of these the welds between the glacis and bottom plates were starting to crack also. According to DAF the defects had been caused by attaching the mounts after the vehicles had been largely finished. The Comissie Pantserautomobielen concluded that, as war was imminent, DAF should be allowed to quickly repair the cracks by rewelding and fitting reinforcement plates but that ultimately the armour plates had to be completely replaced.

The DAF M40

Besides the twelve M39s needed in the four cavalry platoons, a platoon of three was needed for training purposes. Also a matériel reserve of ten vehicles was considered necessary. Postponing a decision about the formation of a possible full new Armoured Car Squadron, in January 1940 the ministry of defence ordered the Ordnance Department to start negotiations with DAF about the production of an additional three cars or, if a cheaper unit price could be agreed, of at once thirteen vehicles. In view of the delays with the previous production batch, armour and other components had already to be ordered. From February 1940 armour sets were ordered with Ougrée-Marhaye and Zeiss-periscopes with Nedisco. Landsverk was approached about the delivery of thirteen turrets. The Swedish company indicated that at a unit price of 9,800 guilders it could deliver four turrets late October 1940 followed by three turrets per month until January 1941. Fearing future Swedish export limitations, the Ordnance Department requested a production licence for the turrets. Landsverk refused to grant it to its rival DAF but agreed to a licence production by the Rotterdamsche Droogdok Maatschappij, that accordingly inspected an M39 in March 1940. However, DAF also made a turret design, a dummy of which was placed on the demonstrator vehicle.

The Ordnance Department estimated it could produce the thirteen 37 mm cannon for 92,000 guilders and the machine-guns for 37,500 guilders. When asked for a price quotation DAF indicated it would cost 47,750 guilders per unit to produce the first three car hulls and 42,640 guilders for the next ten vehicles; but when thirteen were ordered at once the unit price would drop to 41,275 guilders. From this the Ordnance Department concluded thirteen cars could be ready by 1 March 1941 for a unit price of 69,500 guilders. The Commissie Pantserautomobielen preferred a turret production by RDM that indicated it could deliver four turrets by 21 January 1941, four by 21 February and the final five by 21 March.

In the documentation of the period it had become common to refer to the new batch as a distinct type: the DAF Pantserwagen Model 40, probably because it was seen as an improved version using the planned 6x6 drive.

Because of the German invasion no production of the DAF M40 would ever materialise; a proposal by DAF to produce light tanks had already been rejected by the minister of defence in March 1940, despite being favoured by the Army Chief of Staff. The total production of the DAF M39/M40 series would thus be limited to twelve vehicles of the main production series and a prototype; nevertheless these thirteen vehicles present the main bulk of the Dutch prewar AFV-production.

Description

In designing the DAF M39, Van Doorne deliberately strived for modernity. A traditional construction based on some pre-existing truck chassis was unacceptable for that reason alone. A brandnew design however, also had the advantage of being able to apply the most weight-efficient configuration. Partly this was achieved by a welded monocoque design that needed no heavy chassis girders, but also by the use of sloped armour, that could approach the ideal envelopment of a given inner space. This was most apparent with the Pantrado 2 design that used many facets to approximate the desired curvature. This would have worked even better through the use of cast armour, but casting would have been too expensive. In fact that was even true for the complex form of the Pantrado 2; the Pantrado 3 therefore showed a simplified hull shape, reducing the number of welds; a comparison has been made with the T-34 design. In cross-section the hull was essentially a hexagon and the intersection formed by the truncating glacis, or sloped frontal plate, was therefore hexagonal too. This was somewhat obscured by the fact that this glacis gradually merged with the front fenders. The front glacis connected to the bottom plate via a narrow strongly curved section. The back plate too was hexagonal but more reclined; it was at its underside joined to a lower back glacis plate, both forming a wedge. The upper and lower side plates also formed wedges.

Internally there was a single large inner space, lacking bulkheads separating the driver positions at both ends from the fighting room in the middle. This not being cluttered with girders, the most efficient position for the mechanical parts could be chosen, further decreasing weight and height. In the front the driver was seated on the left with the machine-gunner at his right. As there was a dual drive capacity, a second driver in the rear could immediately reverse the vehicle in an emergency situation without making a turn; he also could operate the rear machine-gun. To his left was the engine, enclosed by asbestos-reinforced bulkheads that formed a small engine compartment; these could be quickly removed to allow for repairs without leaving the vehicle. The engine could be accessed from the outside through a small subrectangular hatch in the roof or a large double hatch on the back that also provided ventilation, the slits being protected by conspicuous raised longitudinal covers. As the vehicle was largely symmetrical, it was not always easy to tell the front from the back, especially if the turret was reversed. This Landsverk turret was slightly less modern in appearance, in the form of a truncated cone; the turret originally designed for the Pantrado 2 had been lower and sleeker. In it were the commander and gunner, bringing the total number of crew members to five.

The DAF M39 was a rather compact vehicle, 4.75 metres long, 2.22 metres wide and 2.16 metres high. The width of the armoured hull as such, without fenders, was 2.08 metres and its height without turret 1.60 metres. Track width was 1.73 metres for the front wheels and 1.81 metres for the rear wheels. The general ground clearance was forty centimetres^[6] but just 31 cm at the rear axle. It could wade though sixty cm of water. The car had two doors, one at each side. In addition each driver had a circular hatch in the roof of the hull and the turret had a circular hatch in the roof and two large side hatches. A side hatch was also available to the back driver. Ventilation for the main compartment was provided by an armoured ventilation grid on the right side, that however only sucked in air when a hatch in the engine bulkhead was opened. All doors and hatches were made gas-tight by the use of rubber rebates.

The armour was light, just enough to defeat light machine gun fire. The front side and back plates had a thickness of 10 mm (0.39 in). Due to differences in angling the effective protection varied though: the back, sloped at about 30°, was the best protected area with a line-of-sight thickness of about 20 mm, to which a certain deflection effect should be added. The 45° front glacis had an effective thickness of about 14 mm; the sloping effect of the side plates was negligible. The top had a thickness of six, the bottom of five millimetres. Several conventional designs, the M36 and M38 included, did not even have bottom armour. The fenders too were made of armour steel, four millimetres thick. The Swedish turret had a lower armour basis: its walls were 7.5 mm thick, its roof five. The small size and light armour resulted in a relatively light vehicle with a loaded weight of somewhat over six tonnes.^[7] The pressure was evenly divided over the wheels, the rear axle bearing four and the front axle two tonnes. Additional protection was provided by two portable fire extinguishers, one of the dry powder type, the other using carbon tetrachloride.

The main armament was in the turret, consisting of the semi-automatic Bofors 37 mm Long 34 cannon, that the Dutch called the 4 paw. Though the DAF M39 was primarily intended as a reconnaissance vehicle, the Dutch Army was painfully aware it lacked any heavier armour to back it up, so an armament had been chosen with an adequate antitank-capacity for the period. The Bofors 37 mm L/34 could defeat almost all German armour in use on 10 May 1940 and the M36, 38 and 39's carried the largest calibre of all armoured cars on that date operational on the Western Front. For the gun an APHE and a HE round were available. The specifications of 1937 detailed that the ammunition stock should be no less than a hundred. The gun had an elevation of 23° and a depression of 9°30°°. Optionally coaxial was a Lewis 7.92 mm machine-gun to the left of the cannon that could be decoupled and then was movable within a cone of 30°. It was specially modified, increasing the original 6.5 mm calibre, and called the M. 20 no. 2. Elevation of the main gun and traverse of the turret were by hand. The commander, sitting on the right, had to load the main gun; the gunner to his left loaded the machine-gun. The commander had a periscope having a magnification of 2.5 and a field of view of 28°. The gunner had a (non-rotatable) episcope, also serving as gunsight, with a magnification of 1.75 and a field of view of 40°.

The remainder of the armament consisted of the two hull machine guns, one in the front plate, the other in the back plate. They were placed in ball-mounts attached to protruding sections welded to the plates. They too were movable within a cone of 30°. They were of a slightly different modified 7.92 mm Lewis type called the M. 20 no. 1. The rear machine-gun could be removed and placed in a special mount on the turret roof to function as an anti-aircraft weapon. All three machine guns mounts were extended with a special long armour sleeve to protect the cooling aluminium barrel-casing, typical of the Lewis gun. The specifications asked for a stock of 4,000 rounds of machine gun ammunition; also pistols and twenty hand-grenades should be present.

For external communications it was intended to equip all vehicles with a radio set. For this it would have been necessary to rebuild the turrets, attaching a bustle at their back, to place the sets in. No vehicle had yet been so modified in May 1940.^[8] The commander could also give light signals to vehicles behind him by means of a small signal lamp placed on a small pedestal at the back of the turret. For internal communications he could use an electrical-optical installation, allowing him to give orders to the drivers by pushing one of four buttons: "Drive Forward", "Forward Halt", "Drive Backward" and "Backward Halt", causing the corresponding orders to light up on the respective driver consoles. The driver could more mundanely communicate with the outside world using a vehicle horn.

The engine, a liquid-cooled Ford Mercury V8 3.9 litres 95 hp, made a maximum speed of about 75 km/h possible. There were three forward gears and one reverse. An auxiliary gearbox, placed behind the engine, functioned as reversing device and allowed for the dual drive capacity: the rear driver could use the same gears as the main driver. However, the maximum speed in the reverse direction was, for safety reasons and because the back drive system had been deliberately made less robust to save weight, indicated by the manufacturer as 50 km/h. In both cases steering was via the front wheels, with a minimum turning radius of 11.15 m (36.6 ft). Both drivers had a full set of standard steering controls, even with separate odometers. Each driver had a rectangular hatch in front of him, that could hinge upwards to provide an unimpeded view of the road; due to the short nose there were no dead angles in his field of vision. When closed the outside could still be seen via a vision slit, protected by armoured glass and fully closable through a small sliding armour plate. The environment could then be better observed by means of five prismatic blocks placed below the raised circular top hatch. The blocks could be quickly replaced when damaged. The front of the main compartment also had small side hatches, likewise fitted with vision slits; the back driver had such a small hatch available within the larger hatch at his right. In darkness vision could be improved by two large headlamps on both the front and the back of the vehicle.

The front wheel used helical springs and hydraulic dampers; the rear axle leaf springs. It was connected on both sides to the Trado-system by which all four rear wheels could be driven. Hydraulic brakes were present on all six wheels. It had been intended to fit bulletproof tyres, but as none were available conventional Dunlop Trackgrip terrain tyres were used. Bulletproof tyres would have slightly reduced the maximum speed. Special armoured hubcaps protected the hubs. As the sloped armour caused a considerable overhang at the nose of the vehicle it was equipped at this point with two rather large unpowered auxiliary wheels, to prevent ditching. If ditched or stuck in soft soil, freeing the cars could be facilitated by two detachable boards, attached on each side above the rear wheels, which position also reduced dust clouds while driving and covered what otherwise would have been a very conspicuous light-dark contrast between the angled upper hull and the large shadowed part below the rear fender. There were two fuel reservoirs, a main and a reserve tank, below the floor plate of the main compartment, holding a total of 85 litres of petrol; this allowed for a range of about 200-225 kilometres. The numbers given by some sources of a hundred litres and a range of three hundred kilometres,^[5] are incorrect.

DAF sprayed a red lead primer on the cars and then finished them with a semi-gloss coating in the standard colour of the Dutch Army: "army green", that was at the time conceived as a rather dark and dull bronze. The orange triangle Dutch national insignia were absent on the M 39s.^[9] Instead during the fighting as a makeshift solution on occasion the Dutch flag was used, sometimes as such, in at least one case painted as a large red-white-blue tricolour on the back of the vehicle. Black military vehicle registration numbers, from III-2201 to III-2212, were applied on a rectangular orange background. No large white identification numbers were used, as did the other Dutch armoured car types. As was usual for Dutch army matériel during most of the twentieth century, no camouflage pattern was applied. The inside was sprayed with an aluminium colour, with the exception of the inside of doors and hatches.

Operational history

Plans for postwar production

After the war, the Dutch army had to be rebuilt and modernised, with a far higher level of motorisation. Also equipment had to be found for the expeditionary army fighting the colonial war in the Dutch East Indies, the Indonesian War of Independence. For the reconnaissance units armoured cars were taken from the various Allied army dumps present on Dutch territory, of the British Humber Mk IV, American Staghound and Canadian Otter Light Reconnaissance Car types. Though these had been obtained for scrap value in the spring of 1946, their condition was so poor that the maintenance effort needed to keep the rusty equipment operational proved to be prohibitively expensive. To solve this problem, Humber Mk IVs had to be bought from the UK. The General Staff therefore already in June 1946 considered the question whether it then would not be cheaper to restart production of the DAF M39. For the moment it was however decided to procure the American M8 Greyhound, use the Canadian Lynx version of the Daimler Armoured Car present on the dumps and to combine the turrets of old Humber cars with the more mechanically reliable Canadian Fox Armoured Car hulls, that also could be obtained from army dumps, resulting in the so-called "Humfox" hybrid vehicle.

In July 1946 the General Staff predicted that the vehicles in the future returning from the Indies would be completely worn out and concluded it would be preferable to replace the six types of armoured car in use as much as was possible with a single home-built type, especially in view of the Dutch balance of payment. DAF showed itself prepared to produce the DAF M39. In fact some material for new cars, purchased for the DAF M40 batch, was still present, among it armour sets for ten vehicles delivered by Ourgrée Malgray in July 1941. The Germans at that time supervised the fulfilment of existing Dutch defence contracts by the Ordnance Department ensuring they could benefit from them; it is uncertain whether they allowed the delivery to take place because the material could be used to repair existing M39s or because they initially intended to start production of the type in Eindhoven. In 1941 the Dutch industrial capacity was increasingly employed to assist the German war effort; in 1942 this would again change when growing losses on the Eastern Front induced the Nazi government to force all available Dutch manpower to work in Germany itself and the materials would remain unused at the DAF-factory. They could now be combined with parts taken from army dumps; the Dutch Army still considered the DAF M39 to be more modern in general than existing Allied types but it would nevertheless be necessary to upgrade the type with a new engine and a new turret equipped with a six-pounder (57 mm) gun to be able to defeat the Soviet T-34-85 at a short range.

In September 1946 the Chief General Staff asked the Chief Technical Staff to further investigate the feasibility of Dutch armoured car production. In October the General Staff reported to the ministry of war that over the years 1947 to 1948 the Army needed to add about two hundred armoured cars to its strength whereas most of the 125 armoured cars remaining in dumps were generally only useful for cannibalisation. Meanwhile DAF had indicated to be able to produce the required number at a rate of ten vehicles per month, manufacture starting one year after the order had been received. In December the minister of defence answered that in principle he could agree with a production by DAF but that the costs of the project had first to be established and that also Belgium had to be contacted to inquire whether that nation would be interested in a cooperative production of the type. Accordingly in January 1947 a special commission was formed, the Commissie Bestudering Van Doorne-Pantserwagens, to study the cost aspects. This commission soon began to consider the option to procure light tanks instead of armoured cars. In February Wim van Doorne personally approached the minister of war to emphasise the willingness of DAF to produce the DAF M39 or, if necessary, to develop light or medium tanks. In May the commission concluded that there indeed was a need for two hundred new armoured cars, namely 154 vehicles to equip six squadrons and two reconnaissance regiments in the Dutch Indies together with 46 vehicles for training purposes. At the same time a list of specifications was established, most of them conforming in detail with the known qualities of the 6x6 DAF M40, including the 37 mm gun, though instead of the Bofors some British or American cannon already in use had to be fitted. Lieutenant-Colonel Piet van der Trappen and Major P. Scheper would make a study trip to the Indies to investigate the local conditions to prepare a tropicalised version. DAF calculated the total costs to produce two hundred units at 27.6 million guilders.

A production order was postponed however, because the operational command of the expeditionary army could not immediately indicate whether it wanted to continue the employment of armoured cars. Eventually it was decided to replace them all by light tanks or jeeps. Therefore, a procurement of the DAF type was no longer necessary, as the home army also would for the reconnaissance rôle be equipped with a light tank, the M24 Chaffee, leased for free by the USA. In 1949 the Belgian general staff still showed some interest in the type, requiring from its Dutch counterpart information on the operational history. As this could not be provided, in September 1949 the Section Military History was tasked to write a report that was finished in December. It concluded that little useful battlefield experience had been obtained by the Dutch Army itself — information on the German use was unavailable — but that the type seemed to have been superior to the Landsverk vehicles. Attention was drawn to the plate cracking problem and it was recommended to install a 6x6 drive in case of production. The report was communicated to the Belgian command, without further result.

Apparently, no vehicles used by the Germans survived the war; an inquiry in the late nineties by the Dutch authorities with the Russian Kubinka Tank Museum, whether it had any knowledge of still existing exemplars, proved fruitless. However in 1940, still one vehicle was present at the Delft base of the Ordnance Department. Its directorate that year successfully requested the German Industrie-Beauftragte des Oberkommandos der Wehrmacht to be allowed to add this car to the collection of a planned heavy equipment display of the Dutch Army Museum. It was stored at the Pesthuis at Leyden, but there are no records regarding its ultimate fate. According to armour historian Fred Vos, this was the vehicle disabled on 11 May. Later historian John Bom doubted this identification however, because he considered it unlikely the Germans would abandon a battle-worthy vehicle, assuming instead it was the original DAF prototype, which could not be operationally used as it was made of boiler plate. In any case photographic evidence shows that the prototype was still present at the grounds of the DAF factory in the late forties. It had probably been scrapped by the early fifties.

Notes

References

• Fred Vos, Pantservoertuigen 1 — Tankherkenning - AMX- DAF, Alkenreeks 79, Uitgeverij De Alk, Alkmaar pp. 63
• C.M. Schulten & J. Theil, 1979, Nederlandse Pantservoeruigen, Van Holkema & Warendorf, Bussum
• (Editorial), 2007, "Pantserwagen DAF M39", De Tank, 188: 11-15
• Bom, J.A., 2008, DAF-Pantserwagens voor de Regimenten Huzaren — ontwikkeling, aanschaffing, inzet, Cavaleriemuseum, Amersfoort pp. 168
• Archive of the DAF museum in Eindhoven the Netherlands (I-A-3-7)

External links

• Information on Dutch World War II vehicles, including the M39