The Metropolitan Police says 146 people have now come forward to report a crime in their investigation into former Harrod's boss Mohammed Al Fayed.

In a video update sent to victims, Scotland Yard said women and men had reported crimes, and a number of new witnesses had also contacted the force to give evidence.

The Met is currently conducting an investigation into how it handled historical allegations, including sexual assault and rape, perpetrated by Al Fayed - who died in 2023 aged 94.

It is also looking into whether there may have been others who could face charges for enabling or assisting his behaviour. The force has previously said it was investigating at least five people.

In the update, Detective Inspector Karen Khan said the Met was working with international agencies, including foreign police forces.

She said it was "difficult" to say when the investigation might be concluded because of the sheer number of survivors who had come forward.

She also asked for victims and witnesses to continue to come forward but acknowledged there was a "reluctance" to trust the police by some.

Last month, the force wrote to alleged victims apologising, saying it was "truly sorry" for the distress they have suffered because Al Fayed will never face justice.

The latest figure is more than double the 61 people who the Met said had reported allegations the last time it released a number in October.

Harrods said more than 100 victims of Al Fayed's abuse had entered its compensation scheme in July. Al Fayed owned the luxury department store between 1985 and 2010.

The store started issuing compensation at the end of April and the scheme remains open for new applications until 31 March 2026.

Eligible applicants could receive up to £385,000 in compensation, plus treatment costs, if they agree to be assessed by a consultant psychiatrist, Harrods said in March.

They are also offered a meeting with a senior Harrods' representative to receive an apology in person or by video, as well as a written apology.

The extent of Al Fayed's predatory behaviour was brought to light by a BBC documentary and podcast, broadcast in September 2024.

Al Fayed: Predator at Harrods heard testimony from more than 20 female ex-Harrods employees who said Al Fayed sexually assaulted or raped them.

Since then, dozens more women have come forward with similar experiences.

Responding to the BBC investigation at the time, Harrods' current owners said they were "utterly appalled" by the allegations and that his victims had been failed - for which the store sincerely apologised.

It was only after the broadcast that the Met revealed it had been approached by 21 women before Al Fayed's death, who accused him of sexual offences including rape, sexual assault and trafficking. Despite this, he was never charged with any offences.

In October, the Met said 40 new allegations including sexual assault and rape had been made against Al Fayed, covering a period between 1979 and 2013. These allegations were in addition to the 21 it had already received.

Two complaints against the Met Police for its handing of allegations against Al Fayed are being investigated by the force under the direction of the Independent Office for Police Conduct.

Trouble on the streets, rising tension in communities, and angry scenes outside immigration hotels - in many cases fuelled by rumours on social media.

Moments like these are what police chiefs and the government are keen to avoid.

Riots across England and Northern Ireland last summer were partly triggered by misinformation on social media, which said the man responsible for the murder of three girls in Southport was an illegal migrant.

But in recent months, police have been inconsistent on when they have disclosed the ethnicity of a suspect.

When a car drove into a crowd at a bus parade for Liverpool FC in the city in May, police were quick to say a white man had been arrested over the incident to defuse any trouble.

But Warwickshire Police was not so forthcoming with details earlier this month when two men in Nuneaton were charged in connection with an alleged rape of a 12-year-old girl.

Reform UK claimed the men were asylum seekers, and reports suggested they were Afghans - but this was not confirmed by police.

This led to claims of a "cover-up" - something Warwickshire Police fiercely denied.

The force said it simply followed police guidance, which at the time did not include revealing the ethnicity and immigration status of suspects.

The ongoing debate has led to an update in police guidance on what to disclose when someone is charged with a crime.

The National Police Chiefs' Council, along with the College of Policing, have come up with the advice for forces across the UK.

It states they should consider revealing the suspect's ethnicity and nationality in high-profile and sensitive investigations and operations.

But how will it work in practice?

The guidance says if someone is arrested, officers should provide only the suspect's sex and age.

Police want to be certain there are no legal issues surrounding disclosing more details, and the decision to do so is up to individual forces.

When the suspect is charged, it says police can provide their name, date of birth and address.

This has been updated to say police should consider revealing the race and nationality.

The BBC understands this will apply when the case is of public interest or involves a serious offence - such as murder, rape, or an assault involving numerous victims.

However, there is no single definition of what constitutes a serious offence and this would need assessing on a case-by-case basis.

Ultimately, it will be up to the individual police force to decide what it discloses, but decisions are likely to be based on factors such as the risk of local unrest or inflammatory social media rumours.

What are the pitfalls?

There are concerns among some police officers that revealing these details could be counterintuitive.

One Metropolitan Police officer told the BBC: "Stating whether someone is black or brown could fuel the far-right and racism towards certain communities, rather than calm it down."

Another said it was important not to disclose more information than is necessary to avoid influencing a future trial - although revealing a suspect's race and nationality is unlikely to do this.

It is also up to the force whether they give these details even earlier - such as when someone is arrested - if for example they sense potential trouble in the community.

The immediate aftermath of a high-profile, public incident could be when the risk of online speculation and tensions is highest, but a charging decision may not be made for at least a day or two.

Police will need to assess whether there are any legal issues in releasing more information at the point of arrest, such as the right to a fair trial and presumption of innocence, as well as the suspect's right to privacy.

The former chief constable of Greater Manchester Police, Sir Peter Fahy, believes it will cause suspicion and misunderstanding if police release some details in certain cases and not others.

"People could create a story which isn't true because they've disclosed certain information and it's a dangerous road to go down," he said.

But he argues police are in an impossible situation because social media is fast moving, and officers need to quash falsehoods as quickly as possible.

It will be up to the Home Office whether a suspect's immigration status will be revealed.

But some police officers are concerned this could cause tension between the government and police chiefs.

A senior police officer said: "Policing should be a job for police officers and not ministers."

The new guidance is not permanent yet, with the Authorised Professional Practice (APP) - the official source of professional practice for policing - currently reviewing it.

Shadow home secretary Chris Philp has said he was pelted with bottles and had a knife pulled on him while speaking to migrants in a camp in northern France.

The Conservative MP posted a video on social media discussing the incident with Daily Express journalist Zak Garner-Purkis who has accompanied him on his visit to France.

In the clip, Philp says: "I found it pretty shocking - you said behind me somebody had pulled out some sort of machete and we left pretty quickly."

Mr Garner-Purkis says the man was "swinging it around in the air" adding: "It was, clear he was doing it to send a message to the other people there - whether it was a case of 'don't speak'."

In the video, the two men are recounting the incident while walking along the side of a road at which point objects can be seen being thrown at them.

Mr Garner-Purkis says "they are throwing bottles at us" and Philp says: "Right, we've got to go."

A gleaming white Vivaro van drove slowly off the production line at Vauxhall's factory in Luton, beeping its horn, while workers cheered and crowded around taking photographs.

Behind it, the production line came to a halt – forever.

The Luton plant began building cars in 1905. It kept operating for the next 120 years, taking time out to build tanks and aircraft engines during World War Two. But on 28 March, that came to an end.

The factory shut down, a victim of cutbacks at Vauxhall's parent company, Stellantis.

Justin Nicholls, a production shift manager, was one of the 1,100 workers there - he had worked at the plant for 38 years. "It was devastating, because it came out of the blue", he says. "It was a complete surprise."

It followed the closure of Honda's car factory in Swindon in 2021, and Ford's engine plant in Bridgend the year before.

Together, they have come to symbolise an apparent long-term decline in the UK motor industry.

In all, just 417,000 new cars and vans were built in the UK in the first six months of 2025, according to the Society of Motor Manufacturers and Traders (SMMT) - the lowest for that period since 1953.

Output for the year is expected to be around 755,000 vehicles — lower even than during the Covid-19 pandemic.

The SMMT's chief executive, Mike Hawes, described the situation as "depressing".

The sector contributes some £22bn a year to the economy, according to the SMMT, and as recently as 2023 automotive manufacturing employed some 198,000 people in the UK.

Andy Palmer, who was previously chief executive of Aston Martin, believes the ecosystem - and the sum it contributes to the economy - can only survive if the industry maintains its current scale.

"There is a critical mass of employment," he explains. "Once you go below that, you see it all fall apart.

"You don't have the university courses, you don't have people coming across from the aero industry, you don't have the pipeline of skilled engineers that allow the luxury firms to exist, and so on."

And the knock-on effect of this could affect regions already facing challenges.

"If we think about parts of the UK that have automotive plants, they're often disadvantaged regions," says David Bailey, professor of business economics at Birmingham Business School.

"Losing these good quality jobs would have a big impact in terms of wages for workers and also a knock-on effect in terms of the multiplier on the local economy."

He is concerned about what has already been lost. "I'd argue that actually we've let too much of this go already. I think once it's gone, it's really gone."

The question is, can the industry recover - or is it too late?

A concealed deeper problem

The UK car industry is sprawling. Alongside large factories run by the likes of JLR, Nissan, BMW MINI and Toyota, there is a network of suppliers and high-tech specialist engineering firms, along with a number of smaller, luxury car firms, such as Aston Martin, Bentley, Rolls-Royce and McLaren, plus bus and truck manufacturers.

In 2016, the UK produced 1.82m new vehicles – more than at any point since 1999. Yet even at that point, storm clouds were already gathering. And the industry has suffered further over the past decade.

Factory closures have had an impact, but other factors have been at play as well, including uncertainty over US trade policy, which has hit exports to a major market.

Then there was the role of Brexit.

"Obviously, Brexit had a big impact", says Santiago Arieu, senior autos research analyst at Fitch Solutions. "It created uncertainty and complicated future visibility."

As a result, experts say new investment suffered – just as the industry was gearing up for the massive changes being brought by the transition to electric vehicles.

The agreement with the EU to guarantee continued tariff-free trade soothed the industry's concerns when it came. But by then, there was another challenge to contend with.

The pandemic caused havoc within the industry globally.

In 2020, output dropped by nearly a third, hitting levels not seen since the mid-1980s. It also threw finely tuned global supply chains out of kilter and created shortages of vital parts.

Although demand for new cars was spiking, manufacturers simply couldn't build them quickly enough.

All of this caused short-term disruption - but the impact concealed a deeper, structural problem for the UK industry.

Quite simply, it has become an expensive place to build cars.

Part of this is to do with labour costs. Although lower than in some other Western European countries, particularly Germany, they are around twice the level seen in Central European nations such as Poland, Slovakia and Hungary.

Then, there are energy costs. British manufacturers currently pay some of the highest electricity prices in the world.

"Car makers operating in the UK also have factories in Europe and elsewhere, so it's not hard for them to find a replacement for their UK production," explains Felipe Munoz of JATO Dynamics.

The former chief executive of Stellantis, Carlos Tavares, has previously criticised the cost of manufacturing cars in the UK and northern Europe – while holding up the company's Kenitra factory in Morocco as a model of efficiency.

The investments starting to bear fruit

When the Luton plant shut last year, it was estimated by Luton Borough Council that the move could cost the regional economy £300m per year.

A small part of the workforce relocated to Stellantis' other UK plant, at Ellesmere Port in Cheshire, where the company is in the process of investing £50m in expanding production.

Of those who have not relocated, some retired. "[Others] are taking quite a reduction in pay", says Gary Reay, who was a representative of the Unite union at the plant.

The factory site has been bought by a property firm, Goodman - it plans to create more than 1,700 jobs at a new industrial park.

Mr Reay is unimpressed. "The problem for the workforce… is this is years down the road… It's too far away for most of our workers."

Yet there is hope in some quarters: it is possible this year's output may turn out to be a low point, as recent investments start to bear fruit.

In 2024, for example, Nissan stopped building its ageing electric Leaf model at its Sunderland plant — having previously been building about 30,000 a year. But it is due to begin making a new version this year and will start building an electric version of the Juke in 2026.

Nissan is also one of the manufacturers set to benefit from investments in gigafactories. Nissan's battery partner AESC is building one in Sunderland, which will be able to make power packs for 100,000 electric vehicles a year.

JLR's parent company, Tata, meanwhile, is investing in its own plant in Somerset, through its subsidiary Agratas.

The government says it wants to increase the number of cars and commercial vehicles built annually to 1.3m by 2035. The SMMT believes 803,000 vehicles will leave the production lines next year but bringing that up to 1.3m looks like a very tall order, according to Mike Hawes.

Greg McDonald, the CEO of Goodfish Group, is also circumspect. "I don't think many people think there's going to be a resurgence," he says.

His business makes injection moulded components for carmakers and has four sites across the UK. It also has a base in Slovakia.

"Suppliers like us are used to being constantly bid at for price and cost reductions, and there's a limit to how much you can do."

Diversifying or Chinese investment?

One way of mitigating this is for businesses to diversify - something more viable for smaller businesses in the sector.

Burnett's Manufacturing, based in Northampton, is one of many automotive suppliers clustered around the Midlands Corridor. A manufacturer of specialist rubber and plastic parts, it relies on the motor industry for about 40% of its business. But it also provides components for shipbuilders and oil and gas firms.

According to technical sales manager, Rich Dixon, smaller companies are more flexible and able to adapt to changing circumstances.

"I think we're lucky in some ways, because 60% of our business is diversified across many different industries," he says. "The last thing you want to be is 100% automotive.

"The difficulty is that higher up the food chain, there are some big companies that are very reliant on automotive."

Some argue there is another way forward. Chinese giants such as Chery Group and Dongfeng want to expand their international operations – and see the transition to electric vehicles as an opportunity to do this in the European market.

"If you embrace the move to electric vehicles and become a leading light in attracting Chinese investment, then you can do what China did to us in the past, which is essentially use collaboration to rebuild your industry," argues Andy Palmer, who now owns and invests in clean energy companies.

This would, he adds, require significant government action, including negotiations with Beijing.

The question is, is it already too late?

One senior executive, who has spent decades in the European industry, doesn't believe the UK will become a major player in the EV market.

"I don't think governments have spent the necessary time and energy preparing for the shift to EVs.

"I don't see much opportunity for new players to come in," says the executive, who asked not to be named. "It's all about encouraging those who are already here to stay, and if possible to expand."

Another option, Felipe Munoz believes, is that the UK could double down on its position as a key player in the market for high-end cars.

This could mean becoming a hub for the production of luxury Chinese designs, while allowing cheaper mass-market models to be built elsewhere.

"I think people globally are willing to pay a premium for a British-made luxury car," adds Prof Bailey.

The Great British 'brain drain'

There is plenty at stake here, and it goes beyond the impact on local communities when factories are lost or suppliers stop trading.

"I also worry about it in terms of impacts on productivity, exports, and research and development," says Prof Bailey.

"Part of the reason why we've got poor productivity performance in the UK is that we have allowed too much manufacturing to go."

This is where we differ from our European counterparts, argues Steve Fowler, EV editor for The Independent. "We tend not to support our homegrown industries in the same way that other countries do".

What is harder to assess is the loss of national prestige. When MG Rover collapsed in 2005, there was an outcry, not just because thousands lost their jobs, but also because it was perceived as a symbol of the wider decline of British industry.

This became even more marked when MG – a classic British brand – became a boutique badge for cars made in China.

Many of the upmarket brands that still build cars in this country deliberately trade on their British identity. Think of Rolls Royce, Bentley, McLaren and Lotus. Even BMW-Mini, a mass market manufacturer, is more than willing to wave the Union Jack – or rather, have it painted on door mirrors and roofs.

If those cars were no longer built in Britain, it might well be perceived as a national humiliation. And for some, the decline of the auto industry would almost certainly be perceived as a symptom of a much wider loss.

"I do think people are [becoming] much more aware of where things are made," argues Mr Fowler. "This isn't necessarily a nationalistic thing, but more a sustainability thing. Do you want your car to have travelled halfway around the world to reach you?"

Ultimately, he says, there is already "a bit of a brain drain of talent, because the opportunities, bluntly, aren't here in the UK.

"[But] the UK is a great place to make cars, we have incredible expertise, we have some of the best engineers and people who can build them better than anybody else."

Top image credit: Chris Ratcliffe/Bloomberg via Getty Images

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As thousands of students across the UK open their exam results, many are getting ready for the next big step: university.

But that path isn't for everyone - and it doesn't have to be.

BBC News spoke to four former pupils who chose a different route and still landed their dream jobs.

From working with animals at Chester Zoo to photographing Harry Styles on tour, their stories show that skipping university doesn't mean missing out on success.

'Don't rush it'

When 29-year-old Lloyd Wakefield was growing up in Stockport, he didn't imagine his future behind a camera, and certainly not on tour with one of the biggest pop stars in the world.

"Up until college, my only goal was to be a footballer," he says.

"I'm not the most academic. I didn't click with any lessons outside of PE. I'm a hands-on person."

When football didn't work out, he took a job at Aldi.

"It took me two years to adjust, to find any kind of direction or purpose outside of football," he says.

He "caught a bug" for photography through a friend's film camera, spending their days off going out and taking photos together.

Teaching himself through YouTube and lots of trial and error, Lloyd began messaging agencies and chasing opportunities. That led him to a backstage gig at Fashion Week, and eventually to photographing Harry Styles' Love On Tour.

"If you told me when I was working in Aldi that I'd be in the music world, on a tour, it was so polar opposite of where I thought I was going to be."

His work at Love On Tour landed him the title of favourite tour photographer at the 2023 iHeartRadio Awards. He has also worked with other celebrities and brands such as Dua Lipa, EA, UFC and Arsenal FC.

Today, Lloyd runs Lloyd's Workshop, a creative community for young photographers without connections or formal training.

His advice for other young creatives is to take their time.

"There's no shame in getting a normal job," he says.

"Use it to fund your passion. Don't rush it."

Looking back, he says choosing not to go to university was the right call for him.

"I learned way more by just kind of putting myself in those situations on set. The benefits vastly outweigh the negatives."

'Just go for it'

Frazer Walsh's journey to working with lions didn't begin in a lab or lecture hall - it started with a job advert he spotted by chance.

"I applied for three different universities but I didn't want to go - it was just because I felt I had no other option," he says.

"Then I saw a Chester zookeeping apprenticeship listed and thought: 'Oh my god, that's my dream, it's something I've always wanted to do.'"

The 21-year-old, from Widnes in Cheshire, was "obsessed" with animals from a young age, he says, driving his mum "insane" with his love of David Attenborough.

But he had no idea how to turn that into a career.

"You don't really hear of many zookeepers, or if you do, you don't really know how they got into that position in the first place," he says.

Now a qualified keeper, Frazer is thriving.

"About a year into the apprenticeship, I was finally able to work with the lions by myself. They're your responsibility then, you're looking after them, and you take a lot of pride in it.

"That is something that I'll always keep with me."

Frazer's advice to school leavers is similar to Lloyd's.

"Just don't rush it, because it's your life, isn't it?" he says.

"A job like this is really once in a lifetime, so just go for it."

'It's okay not to have it all figured out'

For south Londoner Thaliqua Smith, film-making was always the dream, but going to university to get there just didn't feel right.

"I just felt like school should be done," she says.

"They were saying the only way for me to get into [directing and producing] was to go and do further studies. But it just wasn't something that I was particularly interested in."

After her dad suggested she look into an apprenticeship, Thaliqua found the Channel 4 production training scheme.

"It just sounded really cool," she says.

"I thought, 'Wow, this is great. I'm working, I'm learning for a year. I'm earning money for a year in a field that would be amazing.'"

Thaliqua was one of just 10 people selected for the first year of the scheme. From day one, she says she knew she was in the right place.

Now 25, she's worked on shows like The Apprentice, Naked Attraction, and Rich Flavours with Big Zuu and AJ Tracey. She's filmed abroad in Spain and New York and has moved up to the role of assistant producer.

"I didn't travel much as a kid, so to be flown to amazing places, staying in beautiful hotels, meeting insanely cool people - it's a dream come true."

Now she says she's passionate about spreading the word.

"Apprenticeships are amazing, [but] I had to dig through Google to find mine. They should be promoted way more."

Her advice is to "not let anyone convince you you can't do something".

"It's OK to not have it all figured out," she says.

"Even people who act like they've got it figured out probably don't."

Turning a hobby into a career

Faye Husband's school years were far from typical.

Diagnosed with chronic fatigue syndrome, as well as Pots - a condition which causes dizziness - and hypermobility, she struggled with attendance and anxiety.

"I had a lot of time off and it was hard managing being off and then coming back to school and teachers and friends not understanding," the 19-year-old says.

She eventually left mainstream school and was homeschooled before joining a support unit called Strive.

"That literally gave me my GCSEs - I probably wouldn't have managed them if I wasn't there," she says.

After going to college and earning A-levels in criminology and psychology, Faye still wasn't sure about university. That's when her parents suggested turning a hobby into a career.

"I'd done my own nails for years and my mum and dad said, 'Why don't you do a course and do it for other people?'"

Working from a converted garage at home in Redcar, she now runs her business Phaze Nails which is often booked up to a month in advance.

Being self-employed has given Faye the room to thrive despite her health struggles.

"I've met so many nice people and made really strong friendships from it," she says.

"That's usually stuff I don't get the opportunity to do, because I don't go out a lot."

Faye says young people should not put too much pressure on themselves.

"Be kind to yourself," she says.

"Don't rush yourself into doing something that you're not ready to do."