saddle tanks acquired from the Longmoor Military Railway, of which 217 then remained at the Barry scrapyard. The scrapyard continued to purchase withdrawn steam locomotives until the end of steam with the last ones to enter the yard include LMS 8Fs No. 48151 and No. 48305, LNER B1 No. 61264, BR Class 4 Moguls No. 76077/79/84, and BR 9F No. 92212. All of them eventually left the scrapyard. Preservation centre The rows of redundant steam locomotives were a picturesque sight for holidaymakers travelling to Barry Island, and became a centre for pilgrimage for steam enthusiasts from the emerging steam railway preservation movement. While there was still a significant number of steam locomotives in the yard, railway preservationists began buying the better examples from the late 1960s in order to restore them to working order. The first locomotive to be the subject of a rescue appeal was GWR 4300 Class 5322, which eventually did leave Barry in March 1969, becoming the third locomotive to leave, but the first to be bought and actually moved from the yard was Midland Railway 3835 Class No. 43924 in September 1968. The engine was taken on by the 4F Locomotive Society, and the engine now resides at the Worth Valley Railway. However, this did not stop the engines from being scrapped as a whole, as in 1972, 4MT Mogul No. 76080 was cut up and the following year, 2884 class No. 3817 was cut up as well. Under the terms of the contract from British Rail, Woodhams could not sell complete locomotives onwards that had been sold to them for scrap, unless payment of a levy was made. Woodham's set the price for each locomotive at its exact scrap value (each type had an exact metal content breakdown from BR, so this was simply taken and multiplied by that day's scrap rate for each metal component), plus the BR levy; with the sale price completed by the addition of Value Added Tax, initially set at 10% but raised to 15% in 1979. For most of the time that locomotives were being 'rescued' from Barry, it became accepted commercial practice by the company for preservation groups to pay a deposit for a particular locomotive, which was then protected/reserved until the group could pay for the locomotive in full and arrange transport. Initially, locomotives were both mostly complete and able to move easily, although British Rail only