was not employed again until 1940 when the German Navy tested a hydrogen peroxide-based system, the Walter turbine, on the experimental V-80 submarine and later on the naval and type XVII submarines; the system was further developed for the British , completed in 1958. Until the advent of nuclear marine propulsion, most 20th-century submarines used electric motors and batteries for running underwater and combustion engines on the surface, and for battery recharging. Early submarines used gasoline (petrol) engines but this quickly gave way to kerosene (paraffin) and then diesel engines because of reduced flammability and, with diesel, improved fuel-efficiency and thus also greater range. A combination of diesel and electric propulsion became the norm. Initially, the combustion engine and the electric motor were in most cases connected to the same shaft so that both could directly drive the propeller. The combustion engine was placed at the front end of the stern section with the electric motor behind it followed by the propeller shaft. The engine was connected to the motor by a clutch and the motor in turn connected to the propeller shaft by another clutch. With only the rear clutch engaged, the electric motor could drive the propeller, as required for fully submerged operation. With both clutches engaged, the combustion engine could drive the propeller, as was possible when operating on the surface or, at a later stage, when snorkeling. The electric motor would in this case serve as a generator to charge the batteries or, if no charging was needed, be allowed to rotate freely. With only the front clutch engaged, the combustion engine could drive the electric motor as a generator for charging the batteries without simultaneously forcing the propeller to move. The motor could have multiple armatures on the shaft, which could be electrically coupled in series for slow speed and in parallel for high speed (these connections were called "group down" and "group up", respectively). Diesel–electric transmission While most early submarines used a direct mechanical connection between the combustion engine and the propeller, an alternative solution was considered as well as implemented at a very early stage. That solution consists in first converting the work of the combustion engine into electric energy via a dedicated generator. This energy is then used to drive the propeller via the electric motor and, to the extent required, for charging the batteries. In this configuration, the electric motor is