Blockchain Development Company

A blockchain development company designs, builds and deploys the smart contracts, key material and on-chain infrastructure a business needs to move value on a distributed ledger. Blockchain Autos works on one part of that field: the machine economy, where the account holder is a vehicle, a charger, a truck or a warehouse robot rather than a person.

In practice the work spans four layers. Firmware and secure-element key provisioning inside the device, an on-chain identity credential that says what the device is and what it may spend, payment and metering contracts that release funds as a service is delivered, and the operator systems that read the result. Blockchain backend development, multi chain development and blockchain infrastructure development all sit inside that stack.

It is not consumer wallet work and it is not token issuance for its own sake. A machine cannot re-enter a seed phrase, approve a pop-up or call support, so every design decision is about what happens when nobody is watching. That constraint is why Blockchain Autos has kept to this niche since 2007 rather than taking general Web3 software development work.

A scoped device-wallet and identity integration for one device type starts from NOK 480,000. A full M2M payments and identity platform for a fleet or charging network runs from NOK 1,200,000 to NOK 3,400,000. A managed machine-economy network starts from NOK 4,000,000, and sustain retainers start from NOK 150,000 per month. Time-and-materials work is NOK 16,000 per engineer day.

Five things move a quote inside those bands: how many device types need their own provisioning pipeline, how many chains the settlement layer has to reach, whether an existing fleet or billing system has to stay in place, how much automotive compliance evidence the deployment needs, and whether Blockchain Autos operates the network afterwards or hands it over.

The external security audit is quoted by the audit firm and carried inside the fixed price rather than billed to the client as an extra line. That is a deliberate commercial choice: an audit a client can decline is an audit that gets declined, and 84 production contracts have reached mainnet with zero critical findings against them precisely because it never was optional.

Discovery and device-wallet scoping takes 3 to 4 weeks. A production device-wallet integration takes 8 to 12 weeks from first call to mainnet, split across discovery, a 3 to 5 week engineering sprint, 1 to 2 weeks of external audit and a week of production handover. A full M2M payments and identity platform takes 4 to 8 months including the audit, and a managed machine-economy network 6 to 12 months including pilot deployment and OEM integration.

What stretches a timeline is almost never the smart contract. It is hardware access: getting a real device on a bench, getting the secure element provisioning path signed off by the manufacturer, and getting a test charger or toll gate that will accept a payment from a wallet nobody has seen before. Projects that start with device access already arranged finish at the short end of every band above.

No phase advances without written sign-off from both sides, and the security audit is a gate rather than a milestone that can be moved. A client who needs a demonstration sooner than the full path allows normally takes the discovery phase on its own, which produces a written settlement specification and a chain selection that stays valid whether or not the build continues.

The vehicle holds a device wallet: a cryptographic key pair stored in its secure element. When a charging session starts, the vehicle's on-chain identity is verified by the charger's smart contract before any energy flows. As kWh are delivered, a usage-based settlement contract releases micropayments from the vehicle wallet to the charger operator in real time.

There is no human action in the path, no clearing broker taking a percentage and no batch reconciliation at the end of the month. The charger publishes a signed meter reading, the contract prices it and the payment settles in the same transaction. Both sides hold an on-chain receipt that neither can edit afterwards, which is what removes the billing dispute rather than resolving it faster.

Our Nordvolt Charging deployment has processed 28 million autonomous charging sessions on this model across Base and IOTA. The same pattern applies unchanged to toll gates, parking operators and compute providers, because from the contract's point of view a kWh, a kilometre and a second of compute are the same kind of metered unit.

A device wallet is a cryptographic key pair and on-chain account held directly by a physical device: a car, charger, truck or robot. The private key lives in the device's secure element or trusted execution environment and never leaves it. The wallet lets the device sign and broadcast blockchain transactions autonomously, paying for services and receiving payment without routing through a human-operated payment processor.

Key management and permission design are the two decisions that matter most at this layer. A key lifecycle with no revocation path leaves a stolen device spending indefinitely, and a transaction limit set too high turns one compromised unit into a fleet-wide loss. Blockchain Autos designs both at discovery, before any contract is written, because neither can be retrofitted onto devices already in the field.

A device wallet is also an accounting object, not only a security one. Once every machine has its own account, an operator can see what each unit costs to run per kilometre or per shift without an allocation model, because the machine paid for its own energy, tolls and compute directly and the ledger recorded each payment against it.

Blockchain Autos supports Ethereum, Base, Polygon PoS, Arbitrum One, Gnosis Chain, IOTA, Peaq and Solana. Chains are selected per project against transaction cost, finality time and ecosystem fit rather than by preference, and the selection is written down at discovery with the reasoning attached.

IOTA and Peaq suit machine-economy workloads because they are built for high-frequency low-value device transactions. EVM development on Ethereum and its Layer 2 networks suits deployments that need deep DeFi integration or a liquid token market. Gnosis Chain suits stable-value settlement where the operator does not want price exposure between the meter reading and the payment.

Multi chain development across two or more networks is normal for large fleet operators who need roaming coverage across regional ecosystems. The identity credential is issued once and verified on each chain the fleet touches, so adding a chain later is an integration task rather than a re-issue of every device credential in the field.

Each device is issued a verifiable on-chain credential that encodes its type, its operator, its regulatory compliance status and its authorised transaction limits. Identity is anchored to a hardware secure element at the device and verified on-chain by service-provider smart contracts before any transaction is authorised.

The scheme is ISO/SAE 21434 aligned and designed for roaming, so a vehicle can pay a charger or a toll gate on any supported network without a pre-existing bilateral agreement between its operator and that service provider. The credential answers the only two questions the service provider actually has: is this device what it claims to be, and is it allowed to spend this much.

Credentials are revocable and attestable. An operator can revoke a single unit within one block if it is sold, scrapped or stolen and can attest a fleet-wide compliance status to an auditor without exposing per-vehicle movement data. Decentralized identity development and verifiable credentials development are the two disciplines this layer draws on.

Every smart contract and device firmware integration Blockchain Autos ships is reviewed against ISO/SAE 21434 automotive cybersecurity engineering requirements and UNECE WP.29 vehicle regulation. The threat analysis and risk assessment is produced during discovery and updated at each phase gate rather than assembled at the end for the file.

The company holds ISO/IEC 27001:2022 certification under certificate BAUT-IS-2026-0471 issued by Nemko AS, a SOC 2 Type II attestation reported as BAUT-SOC-2026-H1 by MJD Advisors, and completes a GDPR data protection impact assessment for every deployment that touches personal or vehicle-linked data.

The record behind that is 84 production contracts with zero critical findings and NOK 0 lost to a Blockchain Autos-shipped contract. Compliance evidence is delivered as artefacts the client keeps: the threat model, the audit report, the DPIA and the deployment runbook, so an OEM procurement review can be answered without coming back to us for paperwork.

Ask five questions. Does the company have production deployments in vehicle, EV charging, fleet or robotics contexts, with names and numbers attached? Is external security audit mandatory before mainnet or optional? Does the team understand ISO/SAE 21434 and UNECE WP.29? Who owns the source code and the IP? Can they show scale at your own fleet size?

Ask two more that most buyers forget. What happens to the device keys if the engagement ends early, and what does the exit package contain? A supplier who cannot describe the handover in concrete terms is describing a dependency, not a delivery.

A blockchain development company that cannot answer all seven with specific examples is unlikely to deliver production machine-economy infrastructure. Blockchain Autos declines engagements where the answers would be thin, which is why the portfolio is 70 operators rather than several hundred.

Every engagement delivers audited Solidity or Rust source code, a device-wallet integration library, an on-chain identity credential specification, a signed external audit report, a deployment runbook, a threat model document, full API and SDK documentation and knowledge-transfer sessions with the client's own engineers.

The client owns 100% of the IP and source code. Deliverables use open standards, W3C verifiable credentials, EIP-4337, Solidity and Rust, so nothing in the stack requires a Blockchain Autos licence or a Blockchain Autos engineer to keep running after handover.

Commercially, the work is invoiced against four milestones rather than a monthly burn: 30% on signature, 40% at the engineering gate, 20% at audit sign-off and 10% at production handover. Either side can stop at the end of any phase with no exit fee, and everything delivered is handed over within 5 business days of the final invoice.

Blockchain Autos integrates AI with on-chain infrastructure in four ways. On-chain AI agents execute autonomous payment decisions inside smart-contract-enforced spending limits. ML-based anomaly detection flags fraudulent M2M payment requests before they settle. AI oracles push real-time energy and toll pricing on-chain with cryptographic attestation. LLM-driven route optimisation triggers pre-authorised payments at each stop.

The design rule across all four is that the model proposes and the contract disposes. An agent may choose which charger to use, but the spending limit, the counterparty allow-list and the per-transaction cap are enforced on-chain where the model cannot reach them. A wrong prediction then costs a suboptimal route rather than an unbounded payment.

This matters more for machines than for people because there is no confirmation dialog to catch the mistake. The settlement contract is the last line of defence, so it is written to be legible to an auditor rather than clever, and every autonomous decision leaves an on-chain record showing what was paid, to whom and against which meter reading.

The credential is revoked on-chain, and from the next block every service provider that checks it declines the device. Revocation is part of the identity design from the start rather than an operational workaround, because a machine cannot be asked to change its password and a fleet cannot be recalled to a depot to be re-flashed.

Exposure before revocation is bounded by the limits written into the wallet at provisioning: a per-transaction cap, a rolling spend ceiling and an allow-list of counterparty contract addresses. A stolen truck can buy the energy a truck plausibly needs and nothing else, which is what keeps a single compromised unit from becoming a fleet-level loss.

The private key itself stays inside the secure element and is never exported, so a compromise means possession of the device rather than possession of the key. Replacing the unit issues a new credential against the same operator account, and the on-chain history of the old one stays readable for the insurance claim and the incident report.