The Port of Rotterdam has the vision to become a zero-emission port in 2050. At the mo- ment, the port area emits about 18% of Dutch CO2 emissions. Various studies have been conducted on how to reach this vision. Among others, the Wuppertal Institute has investig- ated what set of technologies in each scenario would be desirable to employ. However, these studies were bound to the geographical context of the emissions. The tremendous impact of the up- and downstream flows was not included and is not included in the Dutch emis- sion statistics. This thesis is the first element of a two-part analysis. In this part, a green hydrogen supply chain from the Port of Sohar towards the Port of Rotterdam will be taken as a case study in order to evaluate the current techno-economic potential of such a supply chain. The second part will evaluate which hydrogen markets in the hinterland of the Port of Rotterdam are feasible for the introduction of green hydrogen sourced from the Port of Sohar. This green hydrogen supply chain is based on solar pv solely, in combination with electrolyz- ers, hydrogen storage, liquefaction and liquid hydrogen shipping. A cost model is proposed, that includes each stage of this supply chain. Finally, a price per kilogram of hydrogen is calculated. The price of hydrogen arriving in Rotterdam is found to be 2.17 [$ · kg−1], including shipping. Even though the price of green hydrogen arriving in Rotterdam is lower than the price of green hydrogen based on electrolysis produced locally, it is yet more expensive in comparison to grey or blue hydrogen produced in the Netherlands. However, economies of scale have not been included in this analysis, neither the potential of cost optimization throughout this supply chain. Therefore, future research is required to evaluate further cost reduction potential in this supply chain.

Due to the abundance of solar energy resources in Oman and the participation in the joint venture of the Port of Rotterdam in the Port of Sohar, importing green hydrogen in the Port of Rotterdam has been suggested. In part one of this two-part research (Shipping Sunshine) two green hydrogen import prices were calculated based on a 100 [GW] solar pv system. The first price of 1.97 [e·kg−1] hydrogen received at the Port of Rotterdam considers cur- rent costs. The second price of 1.47 [e·kg−1] considers a 50% decline in solar pv module and electrolyzer capital expenditure costs. However, supply and demand of green hydrogen have to be created simultaneously. This second part will identify which hydrogen markets in the hinterland of the Port of Rot- terdam are feasible from a techno-economic perspective given both import prices and an ETS price of 25 and 80 [e·t−1] respectively. Besides, it will evaluate the carbon emission abatement cost in these markets. A new methodology is proposed, using hydrogen parity prices to create a level playing field in comparing these markets as well as synthetic fuel costs. Furthermore, the existing supportive policies will be included. Lastly, the required prices in these markets are compared to current market prices. At a green hydrogen import price of 1.47 [e·kg−1] and an ETS price of 80 [e·t−1], the following hydrogen markets are feasible: mobility, steel industry, natural gas blending, low temperature heat, natural gas power plants, SMR substitution and harbor tugs. The mar- ginal abatement cost ranges from minus 350 [e·tCO2−1] to 460 [e·tCO2−1]. Future research could focus on the sensitivity of these hydrogen markets when other techno-economic para- meters change, thereby affecting the parity price of these specific hydrogen markets. Besides, future research could identify the future volume of the studied hydrogen markets.