Train delays were "disappointing", the company said

Network Rail failed to meet a train punctuality target of 83% in 2002-3, meaning directors did not get their performance-related bonuses.

Despite this, a number of directors were given administration-linked bonuses under a scheme agreed by Railtrack's administrators.

Unions have condemned the bonuses, some as high as �451,000, as "excessive".

Network Rail's safety and compliance director Chris Leah received the top payout, while chief executive John Armitt got �225,000.

Technical director Richard Middleton received �189,000 and financial director Sebastian Bull got �216,000.

This is another example of carrots at the top and sticks at the bottom, which is no way to run a railway Mick Rix, Aslef

The not-for-dividend company, which took over the running of Britain's rail infrastructure after the collapse of Railtrack, said if targets for 2003-4 were met, directors could get bonuses to the value of 18% of their salary.

If future targets were hit early, that could rise to 60%, the company said in its annual report.

Railtrack was put into administration in October 2001, and administrator Ernst & Young agreed that bonuses should be paid to directors of its replacement.

Mr Leah's bonus includes a �150,000 "retention" payment and a �300,000 "loyalty" payment.

'Fatcat culture'

Mick Rix, general secretary of the train drivers' union Aslef, said: "In view of the continuing deep problems throughout the railway network, passengers will find this continuation of the fatcat culture which scarred Railtrack utterly incomprehensible.

"Now that Network Rail is a not-for-profit company, the government should ensure that it shakes off the worst excesses of the privatised culture.

"Drivers do not receive a bonus for making sure trains arrive on time - it is part of their job. This is another example of carrots at the top and sticks at the bottom, which is no way to run a railway."

Network Rail chairman Ian McAllister, in his report, said: "We achieved good performance in key areas with a 28% reduction in temporary speed restrictions, the incidence of broken rails fell 17% while signals passed at danger were down 7%.

"The increase in train delays attributable to infrastructure was disappointing and provides a clear focus for the year ahead. We are targeting a 20% improvement over three years.

"We are determined to deliver safe, reliable and efficient rail infrastructure. Efficiency will be a particular focus in the months ahead - our business plan recognised that costs were unacceptable and unaffordable in the longer term."