thus responsible for driving the propeller at all times, regardless of whether air is available so that the combustion engine can also be used or not. Among the pioneers of this alternative solution was the very first submarine of the Swedish Navy, HMS Hajen (later renamed Ub no 1), launched in 1904. While its design was generally inspired by the first submarine commissioned by the US Navy, USS Holland, it deviated from the latter in at least three significant ways: by adding a periscope, by replacing the gasoline engine by a semidiesel engine (a hot-bulb engine primarily meant to be fueled by kerosene, later replaced by a true diesel engine) and by severing the mechanical link between the combustion engine and the propeller by instead letting the former drive a dedicated generator. By so doing, it took three significant steps toward what was eventually to become the dominant technology for conventional (i.e., non-nuclear) submarines. In the following years, the Swedish Navy added another seven submarines in three different classes (2nd class, Laxen class, and Braxen class) using the same propulsion technology but fitted with true diesel engines rather than semidiesels from the outset. Since by that time, the technology was usually based on the diesel engine rather than some other type of combustion engine, it eventually came to be known as diesel–electric transmission. Like many other early submarines, those initially designed in Sweden were quite small (less than 200 tonnes) and thus confined to littoral operation. When the Swedish Navy wanted to add larger vessels, capable of operating further from the shore, their designs were purchased from companies abroad that already had the required experience: first Italian (Fiat-Laurenti) and later German (A.G. Weser and IvS). As a side-effect, the diesel–electric transmission was temporarily abandoned. However, diesel–electric transmission was immediately reintroduced when Sweden began designing its own submarines again in the mid 1930s. From that point onwards, it has been consistently used for all new classes of Swedish submarines, albeit supplemented by air-independent propulsion (AIP) as provided by Stirling engines beginning with HMS Näcken in 1988. Another early adopter of diesel–electric transmission was the US Navy, whose Bureau of Engineering proposed its use in 1928. It was subsequently tried in the S-class submarines , , and before being put into production with the Porpoise class of the 1930s. From that point onwards, it continued to be used on most US conventional