Both theory and practice increasingly argue that creating green infrastructure in order to make cities climate-proof requires joint public service delivery across the green infrastructure’s lifecycle. Accordingly, citizen participation in each green infrastructure project stage is required, but the type of participation may differ. So far, limited research has been conducted to detangle how participation in green infrastructure projects is operationalised along the different project stages. This article, therefore, presents a comparative case study of nine European green infrastructure projects, in which we aim to determine: (1) how participatory ambitions may differ across green infrastructure project phases; and (2) which instruments are used to realise the participatory ambitions for each phase and whether these instruments differ across stages. The cases demonstrate different participation ambitions and means in the three project phases distinguished in this article (i.e., design, delivery, and maintenance). The design and maintenance stages resulted in high participation ambitions using organisational instruments (e.g., living labs, partnerships with community groups) and market-based instruments (e.g., open calls). In the delivery phase, participation ambitions decreased significantly in our cases, relying on legal instruments (e.g., statutory consultation) and communicative instruments (e.g., community events). Altogether, our exploratory study helps to define participation across the green infrastructure lifecycle: Early stages focus on creating shared commitment that legitimises the green infrastructure, while later stages are also driven by instrumental motives (lowering management costs). Although theory argues for profound participation in the delivery stage as well, our cases show the contrary. Future research can assess this discrepancy.

Water authorities in Western countries are increasingly confronted with waterway renewal. Ageing waterway infrastructures put the reliability of the existing network under pressure. Similarly, they open up the need to anticipate long-term uncertainties to ensure network performance. Aligning organizational practices to this new context can be considered an organizational learning process, which concerns improving current practices as well as reconsidering underlying values. Against the background of public management reforms, we aim to understand the organizational learning process in a case study of the Dutch authority Rijkswaterstaat, which is facing a major waterway renewal challenge. By developing a framing perspective on organizational learning, our analysis theoretically provides more insight into agencies anticipating change and empirically into waterway renewal in practice. Our research demonstrates that waterway renewal is primarily framed from a New Public Management viewpoint in which change is approached rather pragmatically. Accordingly, we observed a refinement of existing practice that protects the agency's mission. Higher levels of learning were discarded as potentially disruptive to waterway management, leaving more fundamental change untouched. We therefore question to what extent water authorities are capable of fully addressing waterway renewal. Nevertheless, the repositioning process resulted in opportunities for reflecting on dominant frames and introducing new concepts. To better seize such opportunities and thus improve alignment to waterway renewal, water authorities can, in addition to improving existing practices, re-interpret dominant frames and construct a new narrative in which future, long-term uncertainties are acknowledged as inherent conditions for agencies to cope with.

Local governments are increasingly considering blue and green infrastructure (BGI) in order to climate-proof cities. Because BGI can have multiple benefits beyond climate adaptation, policy integration is required. Since drainage services have traditionally been within the remit of a single department, this is new territory for water management. This article provides a dynamic perspective on the messy process of policy integration 'on the ground' in two BGI projects in Dordrecht, NL and Bradford, UK. Drawing on interviews with key actors involved in the cases, our research question is: How are ambitions to integrate policies resulting in multifunctional BGI projects? While previous research typically defines organisational structures as barriers for policy integration, our findings demonstrate instances of actors who are successfully navigating these structures as a route towards policy integration. Nevertheless, we found that actors who push for BGI lack resources and authority, so they mainly rely on more voluntary forms of policy integration that involve concerted action over a number of years. Overall, our cases demonstrate that space for policy integration exists and powerful agencies are sympathetic to this, but more support is needed to achieve this mandate.

Since modern waterway networks are increasingly confronted with ageing assets, waterway renewal will increase in importance for western countries. Renewal can be regarded an impetus for realising integrated waterway networks that internalise externalities, which entails broad stakeholder involvement. This can be coordinated through different inter-organisational structures. Applying a transaction-cost perspective, we contribute to the assessment of effective governance arrangements for renewing waterway networks in such an integrated fashion. Our aim is to examine efficient inter-organisational structures for waterway renewal, as perceived by actors involved in a case study of the Dutch waterways. Our findings show that waterway renewal incorporates additional functionalities in terms of capacity (expansion or reduction), but not so much in terms of quality (combining transportation aims with spatial objectives such as ecology or regional development). Inter-organisational structures that address geographical interrelatedness and, hence, broader stakeholder involvement were associated with uncertain and time-consuming transactions, because of extensive negotiations regarding the alignment of conflicting interests and the crossing of geographical and administrative boundaries. Also, a change in interdependency from hierarchical towards contractual relationships was required, putting dominant actors (the national government) in an unfamiliar position in which they loosen their grip on infrastructure investments. Perceptions on transactions centre on sectoral aims and individual assets, whereas the actual transaction may be different if a perspective is taken that includes the greater waterway system, the wider spatial surroundings and a longer-term horizon. We conclude that shortterm, transportation objectives overrule longer-term, integrative objectives, which withholds strategic considerations required for aligning waterway interests.

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