Constructing an auxiliary bridge for larger and deeper closing gaps can be exceedingly cumbersome, leading to the preference for cable cars in the Delta Works closures. The first application of a cable car was for the northern gap of the Grevelingendam, serving as a trial to gather insights for subsequent larger closures like the Brouwershavense Gat and the Oosterschelde.
Stone transport via cable involved wagons with independent propulsion, enhancing transport capacity through one-way traffic. The systems design, a collaboration between Rijkswaterstaat and French company Neyrpic, minimized malfunction risks across the network. The blondin automoteur continu' type cable car spanned approximately 1200 m, with a continuous track supported by two carrying cables and terminal turntables for wagon transfer. Initially, stone was transported in steel bottom-unloading containers, later supplemented by steel nets, allowing for a dumping rate of 360 tons per hour.
However, the system's loading capacity proved insufficient, prompting a switch to 1 m (2500 kg) concrete blocks for subsequent closures (Haringvliet and Brouwersdam). Although planned for the Oosterschelde closure, a policy shift led to the construction of a storm surge barrier instead, foregoing the use of the cable car for this purpose.