The materials were used to form 162 support columns and of track, that together required twisted tubular steel that stretched over in total length. Cars were able to swing freely up to 90 degrees and would reach a maximum speed of . The main computer system monitoring the mechanical and safety performance of the ride involved 62 sensors placed throughout the track layout, all connected by more than of copper wire. Speed and other control systems could be adjusted based on signals received from the sensors. Before testing, engineers built mock cars made of plywood and moved them throughout the length of the course to test clearance. The first trains were dispatched on April 4, 1981. Although positive statements were released to the press, engineers behind the scenes were facing significant issues. The safety monitoring system was overly sensitive, even with only one train on the track, causing frequent downtime and the inability to run multiple trains. Each train was also moving faster than engineers planned, leading to aggressive swinging beyond what the trains were designed to handle. Additional shock absorbers were installed to reduce the intensity of the swing, and for the three weeks prior to the ride's opening, the park continued to make adjustments. In an effort to prepare guests, park officials briefed local media reminding them the ride was a prototype and should be expected to act "temperamental". Opening and operational issues A soft opening was held for the media on April 22, 1981. Billed as the "first of its kind" in the world, The Bat officially opened to the public four days later. Shortly before The Bat's debut, Huss Maschinenfabrik purchased Arrow Development and the company became known as Arrow Huss. The Bat experienced significant maintenance issues early on. Engineers discovered substantial, premature wear on each car's shock absorbers, and they had to be replaced daily. The safety mechanism would "lock-up" periodically, shutting down the ride and requiring a complete survey of the track by engineers before it could reopen. If the shut down occurred while a train was ascending one of the lift hills, the train would stall and require evacuation. Chain dog mechanisms, responsible for engaging the lift chain and prevent backward descent of the train, would occasionally become misaligned, leading to bending or breaks. It was becoming particularly problematic at the base of the second lift hill, caused by the swinging of cars