In a world where transport disruptions can have major economic and logistical consequences, better tools are needed to manage supply chain uncertainty. The Virtual Watch Tower (VWT) is an initiative that aims to provide companies and transport operators with real-time insights and early warnings of disruptions.  

No central actor owns all the information

Unlike many existing logistics platforms, VWT is decentralised - there is no central actor that owns all the information. Instead, each party is part of the data-sharing environment, with its own Virtual Watch Tower, and shares data only when it is relevant to a particular shipment.

"A key feature of the VWT structure is that data sharing is not automatic or centralised, but is initiated by authorisation from the transport buyer. This gives transport buyers control over what information is shared and ensures that only relevant parties in a specific transport chain have access to the data," says Mikael Lind, Senior Strategic Research Advisor, Safety & Transport at RISE.

The Virtual Watch Towers project was launched in early 2023 as a collaboration between RISE and the A*STAR/IHPC research institute in Singapore. The first phase brought together 23 partners, including cargo owners, transport operators, ports, research institutes and authorities. 

By early 2025, the pilot had grown to include more than 50 international stakeholders and could now be used to monitor and analyse transport flows in real time.

"Faster and more accurate data for decision making" 

Project partners testify to the value of being part of a data-sharing environment that not only improves the flow of information, but also builds resilience.

"For us as freight forwarders, the sharing of primary data is a game changer. It allows us to get faster and more accurate data for better decision making, as well as more precise and targeted actions in case of disruptions in the logistics flow. Effective data sharing is a necessity to meet today's challenges," says Matilda Gustafsson, Change Manager & Sustainability Advocate at logistics company Bertling Sweden. 

From a goods owner's perspective, they also see great benefits with VWT.

"As an early player in this project, we were clear that we wanted to be involved in developing solutions that solve real problems. We hope that VWT can provide a platform for collaboration that drives innovation, sustainability and resilience. We believe that a broad network of strong partners can increase the chances of this having an impact and becoming a new standard in the industry," says Mårten Sondell, Logistics Innovation Manager at H&M.

Stakeholders also say that VWT offers the opportunity to make fast, flexible and proactive decisions based on data, rather than reactive decisions based on insufficient information.

"It's about keeping our promises to customers, not necessarily by always meeting delivery times, but by providing accurate and up-to-date information so that we can make the right decisions.

Expanding the network with more actors

In the spring of 2025, the project will enter its next phase. One of the most important steps is, of course, to expand the network with more actors and more people implementing it in their daily activities. 

But there are other important elements as well.

"We have had several discussions with our partners about what the next phase should include. There is a strong demand to expand the functionality for sustainability reporting and emissions calculation," says Mikael Lind. 

VWT is designed to function as a public good – like a lighthouse that helps all actors navigate and interact safely in complex supply chains - which means that in the long term, a long-term form of governance must also be found.

"We have now built a strong community where transportation stakeholders see the value in sharing data and collaborating in ways that were previously difficult to imagine. The next step is to establish a sustainable organizational form and scale up its use. The potential is huge, and what we are doing now can become a global standard for how to manage supply chains more efficiently, sustainably and transparently," says Mikael Lind. 

A project like VWT is in line with RISE's mission to strengthen Swedish society and business through research and innovation.

"VWT is an example of how we are creating an arena where Swedish companies can access a wider market and influence what happens when disruptions occur in the global supply chains on which they depend.

Halfway between Bergen and Stavanger lies the small community of Nedre Vats – home to a global company that claims to have developed the world's first automated cube warehouse. It's AutoStore, a company with customers in nearly 60 countries and offices in Europe, the US and Asia.

– Originally, this was part of a company that sold electronic components. The components were kept in stock, and sometimes there were errors when the products were shipped because the parts were very similar. A clever and innovative employee invented this system, says Joakim Franzon, Director of Product Compliance at AutoStore.

The employee's solution was to place the electronic components in plastic crates that are stacked on top of each other in a grid of aluminium profiles. Autonomous robots pick the correct trays and present them to the order picker. The picker removes the products and places them in boxes to be shipped to customers. Compared to a traditional warehouse with pallets and aisles, it takes a fifth of the space to store the same amount of goods.

If we go back to 2010, when AutoStore had just started working with RISE, the Norwegian company was alone with its solution. Today, there are players who have developed similar concepts, but there is still no internationally established standard for this type of storage system.

– If you manufacture a microwave oven, there are standards for how to test it, it's very simple and straightforward. There is no such standard for our products. A technical committee has been set up and has started to look at our category of storage systems, as there are more and more variations on the market. But it will take some time for this work to be completed, says Joakim Franzon.

Close collaboration since 2010

AutoStore initially had contact with a supplier who was unable to deliver what they needed. The company then decided to seek help from RISE. Together we identified the types of testing that would be appropriate to ensure product safety.

– When AutoStore first contacted us, it was for fire safety testing. This is where RISE could help with testing to demonstrate to the authorities that this type of solution is safe. AutoStore then found out that we could also test for electromagnetic compatibility (EMC), help with electrical safety and test the environmental resistance of the products, explains Monika Fuller, Head of Vehicle and Automation at RISE:  

– Sometimes we didn't have ready answers to AutoStore's questions, but then we were able to work together to find out what was needed to get them. Today we are heavily involved in their product approval process. It is more of a close collaboration than a customer-supplier situation.

AutoStore's product approval process currently covers 19 different areas, and RISE is involved in testing for fire safety, EMC and machine safety, to name a few. Recently, AutoStore also asked RISE to test the cybersecurity of the warehouse system.

– For us, testing is a way of being able to do business in different countries. We simply cannot enter certain markets unless we can show that our products have been tested by an independent third party. We also have very high standards to ensure that what we deliver is safe. There are certainly many parts that we could have tested ourselves, but we choose to use a third party to get an independent review of what we are doing, says Joakim Franzon. 

”Need for in-depth expertise 

Joakim Franzon believes it's important to link arms with external experts, no matter how much expertise you have in-house.

– I have very talented people in my team who have an enormous amount of knowledge, but we need people who have the really deep expertise in each area. Experts who know what certificates are required in different countries and what needs to be done to meet the requirements. This is where organisations like RISE can help us, says Joakim Franzon.  

Maritime transport is a cornerstone of the infrastructure required for international trade. But there is no escaping the fact that the industry has a significant carbon footprint. Today, shipping accounts for about 3 percent of global CO2 emissions.

This figure is likely to rise to 10 percent without significant changes in the industry. The severity of the situation was highlighted when the International Maritime Organization (IMO) strengthened its climate strategy in July 2023, setting a new target for the industry to achieve net zero emissions by 2050.

To achieve this goal, researchers and industry stakeholders alike are working hard to find new solutions and refine existing methods. Electrification and alternative fuels are two major areas of activity, but there is another technology that is rapidly gaining ground: wind propulsion.

Wind has been used to power ships for thousands of years. Now may be the time to bring it back.

Up to 90 percent less fuel

Of course, it's not as simple as dusting off the blueprints of large sailing ships. But with the right planning and technical solutions, it is possible to significantly reduce the climate impact of maritime transport using wind propulsion.

"In principle, it's about giving ordinary modern ships a boost from the wind, a little extra forward speed that reduces fuel consumption," says Sofia Werner, lead researcher for wind powered ships at RISE.

"In theory, it would be possible to reduce fuel consumption by up to 90 percent," she notes, but quickly adds:

"In practice, it will be difficult to achieve these levels. Today's wind-powered ships reduce fuel consumption by up to about 10 percent. But more powerful turbines are being developed all the time, allowing wind to make an even greater contribution to operations."

Logistical requirements set the limits

There are various techniques for making wind propulsion work effectively in modern shipping (see box).

"At the moment, it's mostly a matter of modifying existing ships, but completely new designs adapted to wind are also under way," says Werner.

How far we can go with wind propulsion is ultimately not just a technical question, she says.

"It is also the logistics that will set the limits on how far wind can be utilized. It's about how fast ships can go and how punctual they are expected to be. Cargo owners have to accept more flexibility – and so do we consumers, because it is our goods they are carrying."

New regulations needed

Another challenge is safety when ships are equipped with wind assistance.

"Many people believe that ships will list more easily, but this is not a major risk. On the other hand, maneuverability can be affected and it becomes more difficult to give way. This can be avoided with an adapted design and good knowledge of how to handle the steering."

This also means that new regulations and standards need to be developed for wind-powered structures.

"Currently, there are various exemptions and discussions on a case-by-case basis, but work is underway, particularly within the IMO, to develop international rules. This is a pressing issue for them, as wind propulsion can be a key to climate-neutral shipping."

Suppliers have waiting lists

There are currently about 30 wind-powered cargo vessels in operation. Many more are expected in the coming years. According to EU forecasts, there could be up to 10,000 vessels in operation worldwide by 2030.

"At RISE, we are seeing a clear trend of increased interest in wind propulsion, in part because we are receiving more and more requests from the major shipyards for help in adapting the design of their vessels to accommodate it. We also know that many of the major suppliers of wind turbines have had to create waiting lists because demand has increased so much," says Sofia Werner.

RISE is also seeing a noticeable increase in interest in its other services in this area.

"Both shipowners and shipyards are contacting us because we can help with most aspects of adapting to climate-neutral shipping. This can range from preparing a feasibility study based on the route and ship, to test runs with real ships to verify that performance, maneuverability and safety are as planned."