Well that seems to have stirred up some "Water Emplyees" to say how bad everything was years ago.
Now just take an example which was probably all carried out prior to Laurie and Tarponhead's existence on this planet
No, I'm not a water industry employee, nor ever have been. I did work in another state owned industry though for decades and saw the messes that Whitehall interference caused and the perennial problems caused by the Treasury saying 'No' to everything that cost more than 10P.
Take a relatively simple example. Most people have now forgotten that the old BR owned several ports and short sea ferry companies. They've also likely forgotten that there was an earlier Channel Tunnel project that was scrapped late in the day after tunneling had actually begun.
When the Chunnel (Mark 1) was apparently imminent, none of the cross channel ferry operators renewed any ships or spent much money on anything for that matter. When the tunnel project was cancelled, both main operators (Townsend Thoreson and BR's Shipping Division) desperately needed to commission new vessels.
Townsend went made a case to its board, got approval and raised the money in a matter of weeks and went out to tender. The overwhelming winner was a shipyard in Bremen - on cost and delivery dates. The contracts were signed, Townsend got its ship on time and the first entered service in a remarkably short timescale.
Br's division made its case (on effectively identical grounds to Thoresons) in about the same timescale. Then it went to the Dept of Transport who came back with lots of questions, then supplementary questions, then supplementaries to the supplementaries. Back and forth and the months passed. Then the Treasury got involved - not a chance! Far too expensive.
Eventually, a smaller, lower specification fleet replacement programme was authorised. The kicker was thnat the ships had to be built by Harland & Wolff, Belfast whose prices were a third higher than the Germans and whose delivery times were some 50% longer. Then ...... Harlands, notoriously strike-prone at that time, had a series of disputes and the ships saw major delays, so the already long lead times had a year plus added.
The upshot was that a state industry operating in a competitive market simply couldn't operate competitively. Townsends had its new ships in service three to four years earlier for a lot less money. This sort of thing happened in the industry (rolling stock, specialist freight locomotives, station renewals etc, etc) again and again. The first thing the purchasers of the former BR freight business did was to start phasing out all of the unreliable, high cost BR locomotives and lease a compeletely new fleet of Class 66s built by US company EMD, the US railroad industry being so large that its freight loco R&D expenditure is way ahead of anybody else and its machines much more efficient.
Railway passneger privatisation has been a complete dogs dinner (the professionals told Major's government they were creating the worst of all worlds, but the structure that produced most money up front was adopted for that reason alone), but at least the new industry gets excellent rolling stock regularly refurbished and replaced.
The problem with public services and the UK for a long time was that the Treasury would not under any circumstances accept a hybrid structure of state ownership and private capital investment, but at the same time wouldn't provide the money for infrastructure and equipment renewals. The Victorian citizens of Birmingham might have paid out mega amounts for new water infrastructure, but times were different then. Where are the great public investments in the UK since WW2 (or even a lot earlier) that are commonplace over on the continent in France, Germany and elsewhere?