logo
Virgin Wines toasts sharp rise in customers and plots new app launch

Virgin Wines toasts sharp rise in customers and plots new app launch

Independent26-03-2025
Virgin Wines saw its customer base surge in the second half of last year, as the company revealed a new plan to triple revenues to £100 million in the next five years, partly by launching a new app.
The London-listed company said on Wednesday that new customer acquisition rose 29% in the six months to December 27 compared to the same period in 2023.
Sales rose 6.7% over the six-week Christmas trading period, helping boost pre-tax profit by 20% over the half-year.
Virgin Wines said the pick-up in new customers had continued into the start of 2025, as it launched a new growth plan aimed at tripling turnover.
The company said it wants to invest more money in picking up new customers, as well as striking more commercial partnerships.
It has already struck deals with Ocado, Moonpig, WH Smith and Very in recent years, while it cited supply agreements with travel companies LNER, Avanti and Great Western Railways.
Chief executive Jay Wright hailed the 'encouraging results, particularly during the peak Christmas trading season'.
He said: 'Our strategy of acquiring high-quality customers at an industry-leading low cost per recruit, while maximising the quality and value of our wines through our unique open-source buying model, continues to position us well to navigate market headwinds.'
He added that the company would also invest in launching a mobile app, and continue scaling up its new Warehouse Wines brand, which made £1 million in sales over the most recent trading period.
Virgin Wines said a new app is 'a major investment that is already under way and will give the business the ability to engage more frequently and effectively with existing customers as well as create additional methods to acquire new customers'.
He added that the latest growth plan would mean investing more money, which would hit profit in the short term.
However, he said: 'This is an ambitious and transformational change in our business strategy and investment case, which we are excited to implement over the coming years.'
Orange background

Try Our AI Features

Explore what Daily8 AI can do for you:

Comments

No comments yet...

Related Articles

Tradespeople fight back against ‘cowboy customers'
Tradespeople fight back against ‘cowboy customers'

Times

time39 minutes ago

  • Times

Tradespeople fight back against ‘cowboy customers'

The cowboy tradesman is a well-known public enemy: the plumber who insists on a new boiler, the builder who concludes a new ceiling is vital, the electrician who installs a whole new fuse board. The unfortunate customer is then left to foot an extortionate bill, in return for work that will fall apart in months. Thanks to the likes of Taskrabbit and social media, dubious workmen are increasingly held to account. But what about cowboy customers — the nightmare client who refuses to pay, or hotly disputes whether what has been delivered is up to scratch? Now it is the workers' turn to fight back: as we report, a Facebook group entitled 'nightmare customers and non-payers' has gathered a vast membership of 250,000, full of horror stories about people who are as much of a nightmare as the very worst builders. In this group, workers share the names of customers out to scam or who prove impossible to deal with. • Crooks and cowboys exploit Wild West of trading standards Some of the tales do make the heart sink, such as the advert for a house rewiring that offered £120 a day. Or the customer looking for a room to be wallpapered in under an hour, for £20. One of the worst was the request for a gardener to be paid £3 an hour, with the note that 'your main reward will be in what you create'. Builders must be exasperated at the offer of free decking which turned out to be an invitation to dismantle it for free. Some will see this as just deserts for an industry long scorned for the poor quality of its work. But it poses a question about who is worse, the rogue customer or builder? With more transparency than ever about tradespeople and those who ­employ them, there is nowhere to hide for subpar behaviour. Workmen need to do what they promise and customers must pay in timely fashion. Both must be honest. Otherwise, the public grapevine means their reputations will suffer.

Want to know what's going right in Britain? Come to the capital, look at the Elizabeth line railway
Want to know what's going right in Britain? Come to the capital, look at the Elizabeth line railway

The Guardian

time40 minutes ago

  • The Guardian

Want to know what's going right in Britain? Come to the capital, look at the Elizabeth line railway

Another week, another piece of good news concerning London's newest railway. This time it's a timetable update showing that the Saturday service on the core section of the Elizabeth line will increase from 16 to 20 trains an hour. From December, there will be a train every three minutes between Paddington and Whitechapel, higher than the normal off-peak frequency, just in time for your Christmas shopping. OK, it's hardly world peace or a custodial sentence for the people who keep adding AI to search engines, but in 2025 you take what you can get. There are two competing narratives about what, in happier times, we used to know as Crossrail. The first and most familiar is a litany of complaints. The new line took for ever to happen, even by the standards of such things: an east-west heavy rail tunnel linking Paddington and Liverpool Street was first proposed mere weeks after the conclusion of the Blitz, and as far back as the 1990s information leaflets about the plan were appearing at outer London stations and exciting some of the cooler local teenagers. But the route didn't actually get the nod until 2008, at almost exactly the point someone in the offices of Lehman Brothers was asking: 'So, when you say sub-prime …' And then, of course, it arrived late and over budget. This is par for the course with infrastructure 'megaprojects', which have a well-known habit of costing billions more than projected – but the insulting thing about this one was that, as late as the summer of 2018, its promoters were still touting it as the exception to the rule. On the last day of August that year, though, about four months before opening day, news broke that it would not be delivered on time. In retrospect, the fact the stations were visibly unfinished should have been a useful clue. In the end, the £4bn budget overrun – on a single London project – was bigger in itself than the sum Rachel Reeves put aside for transport in any single city region in 2025. Less expensive but more irritating was the line's new name. London has a habit of doing this – the only tube lines built since the network effectively entered public ownership in 1933, the Victoria and the Jubilee, were named for the royals, too. Nonetheless, it felt deeply weird to do this while Queen Elizabeth II was still alive. And so, by the time the line opened in 2022, the shine had come off. But that's when the narrative began to change – because, while there have been teething problems (mostly involving signalling, mainly in west London), it's become increasingly obvious that the line has been an enormous success. By its third anniversary in May, it had provided more than half a billion journeys, more than any other operator in that period, including the entirety of the South Western Railway or Northern Trains networks – this, remember, for what is in essence a big tube line. It is also responsible for a staggering one in seven journeys on the entire British rail network. TfL reckons almost 30% of these are people who'd previously have travelled by car or not at all. More than that, the line has transformed the geography of London. It has halved journey times from parts of south-east London to the West End, put Paddington and points west in easy reach of the eastern suburbs and provided passengers at Heathrow with a single fast train to essentially everywhere. Even the ExCel exhibition centre in the Royal Docks is no longer hell to reach (merely to enter). Suburbs have been regenerated, more jobs created, more houses built; the line's forelock-tugging name has ceased to sound weird. It's hard to argue it was not worth the wait. All of which raises an obvious question: if it worked this well, why on earth are we not building more of it? As things stand, at least six trains an hour – a service frequency passengers in much of London, let alone elsewhere, would kill for – go no farther west than Paddington. Doesn't that suggest a case for an extension? Or what about the abandoned plan to extend the Canary Wharf branch to Ebbsfleet in Kent? Or for Crossrail 2, the latest iteration of the nearly-as-long-discussed Chelsea-Hackney route? Or for extending the Bakerloo line to Lewisham? The biggest prizes, though, are surely not even in London. One of the big constraints on the West Midlands rail networks is the shortage of space at Birmingham New Street station. A Birmingham Crossrail, allowing suburban trains to travel from east or west, could enable higher frequencies by getting local trains out of the way of intercity ones, and revolutionise transport in a city still far too dependent on cars. Then there's the M62 corridor, where four city regions with a combined population nearing London's abut. The region's terrible transport links are not the only reason productivity in Manchester or Leeds lags their continental peers – but the fact commuters can't rely on trains turning up on time or at all when deciding where to work surely can't be helping. And yet governments have repeatedly refused to back the new line – branded variously as Northern Powerhouse Rail, High Speed 3 or Crossrail for the North – meant to address this. Even less ambitious schemes – new through platforms at Manchester Piccadilly, electrification to bring the region at last into the late 20th century – have been loudly promised then quietly abandoned. Reeves has promised £3.5bn to fund upgrades on the existing TransPennine route – but given that a new Manchester-Leeds route was projected to cost £5bn when proposed over a decade ago, it is hard to see how this the extra cash could provide anything even close to the transformative new line that London is now enjoying. The reason, of course, is that the Treasury sees rail infrastructure not as investment but as a new cost centre. (Road maintenance, for some reason, never gets the same treatment.) In direct contrast to the bit of the rail network run by TfL, indeed, stealth nationalisation on the rest of the network has been accompanied by service cuts. This is absurd. Experience suggests that, if you build it, they will come, and jobs and homes will follow. Someone should take the Treasury on the Elizabeth line. Jonn Elledge is an author and former assistant editor of the New Statesman

Gemfields sells Fabergé eggs maker for $50 million
Gemfields sells Fabergé eggs maker for $50 million

Reuters

time40 minutes ago

  • Reuters

Gemfields sells Fabergé eggs maker for $50 million

Aug 11 (Reuters) - Gemfields Group (GEMGE.L), opens new tab, said on Monday it had sold Fabergé Ltd, the maker of the jewelled Fabergé eggs, to SMG Capital for $50 million, as the coloured gemstones miner ramps up efforts to streamline its business. The sale concludes a review of the business started by Gemfields late last year. The group had bought the jeweller in 2012 to boost its gems business and use the brand name to promote its jewellery. Fabergé, which also makes luxury jewellery, watches and commissioned pieces, was founded by Gustav Fabergé in 1842, and is best known for the success of the 50 jewelled eggs commissioned by the Imperial Russian family from 1885 through to 1916. The Russian Revolution brought a violent end to the House of Fabergé, when the Bolsheviks seized workshops and closed down all production and the family fled. It was relaunched in 2009 with its first collection since 1917. Gemfields on Monday said it would use proceeds from the deal for capital at its mining operations in Mozambique and Zambia.

DOWNLOAD THE APP

Get Started Now: Download the App

Ready to dive into a world of global content with local flavor? Download Daily8 app today from your preferred app store and start exploring.
app-storeplay-store