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Brunswick buys Rampage plant in N.C.

LAKE FOREST, Ill. – Brunswick Corp. has purchased a boat manufacturing facility in Navassa, N.C., near Wilmington, from KCS International, Inc. – parent company of Cruisers and Rampage Yachts – that will provide the company added capacity to build larger boats, Brunswick reported in a release yesterday.

Terms of the transaction were not disclosed.

Brunswick said it would transfer cruiser production from its Salisbury, Md., plant to the new North Carolina facility. Initially, Brunswick will produce Bayliner and Maxum cruisers at the site, which the company said would help improve efficiencies, reduce costs and offer better geographic balance for Bayliner cruisers, now made largely on the West Coast.

“The market segment for boats 45 feet and above is growing, and we are stretched for capacity,” said Dustan E. McCoy, Brunswick’s chairman and CEO. “The Navassa facility, with its ample space and deep water access, will help Brunswick meet this demand, particularly for our popular Meridian Yachts, which is one of the brands we intend to produce at this facility. We will also transfer Salisbury production of Bayliner and Maxum cruisers to this plant, where we will have the ability to more easily adjust model production to demand by more efficiently utilizing common manufacturing capabilities.”

Located at the juncture of the Brunswick and Cape Fear rivers, the plant offers deep water access – important for testing and efficient delivery of large boats – and more than 336,000 square feet of existing production space. The site’s 60 acres also offer room for further expansion, McCoy noted.

“We hope to retain the current Navassa work force of approximately 250, and plan to add employment as we ramp up production,” McCoy said. “Within five years, we anticipate that Brunswick will employ more than 850 people at the Navassa facility, and the total retail value of the plant’s anticipated annual production will be among the highest of any boat plant in the world.”

McCoy said Brunswick would eliminate 180 production and support positions in a phased shutdown of the Salisbury facility, which it expects to complete in 2008.

“While we regret having to take this action in Salisbury, we recognize the need for more efficient and cost effective manufacturing,” McCoy said. “This decision is no reflection upon the Salisbury work force or product, but the result of our need to better serve our markets with a more efficient manufacturing footprint, while building long-term value for our shareholders.”

Larger Meridian yachts planned McCoy said part of building that value means pursuing market opportunities and that Brunswick plans to do that by using the additional manufacturing capacity the plant provides to expand production of Meridian yachts.

“Currently, Meridian is produced exclusively at our plant in Arlington, Wash., and we are at capacity,” McCoy said. “We will use the Navassa plant to increase capacity, manufacture larger models we plan to introduce, and better balance our production geographically by making some boats closer to our dealers in the East and Midwest.

“We are particularly excited because Navassa will provide the manufacturing space to allow us to build larger Meridian sedan bridge and pilothouse models in the 48- to 65-foot range,” McCoy said. “Combined with our Arlington facility, which will see little change in its production volume, our Navassa plant will help us to grow Meridian and better serve the large boat market segment.”

Brunswick said that severance and other costs associated with the Salisbury plant closure, as well as start-up expenses and product development costs for new boat models to be manufactured in the facility in North Carolina, will reduce its operating earnings by approximately $11 million over the next 12 months. Approximately half of the costs will come through in the second half of 2007 with the remainder in the first half of 2008.

North Carolina reacts North Carolina Gov. Mike Easley said in a separate release yesterday that Brunswick would create 858 jobs and invest $51.2 million in the state in the next five years as part of its acquisition. Easley said the project was made possible, in part, by a Job Development Investment Grant, which the North Carolina’s Economic Investment Committee voted Monday to award.

“We are proud that Brunswick chose North Carolina as the best location for these jobs,” Easley said. “Brunswick’s decision shows that one of the industry’s premier companies recognizes our state offers both an experienced workforce and opportunities to make sure those workers have continued training so businesses can grow and succeed.”

Under the terms of the JDIG agreement, a 10-year grant will be established. Over the life of the grant, the N.C. Department of Commerce estimates the project will:

• Generate a cumulative gross state product value of $909.4 million
• Produce a positive, cumulative net state revenue impact of $24.2 million
• Contribute up to $1.45 million to the state’s Industrial Development Fund for infrastructure improvements in economically distressed areas of North Carolina. (This contribution is required of grant recipients that locate in the state’s more prosperous counties.)

For each year the company meets required performance targets, the state will provide a grant equivalent to 60 percent of the state personal income withholding taxes derived from the creation of the new jobs. If Brunswick creates all of the jobs called for under the agreement and sustains them for 10 years, the company could receive a maximum benefit from the JDIG of $4.36 million.

Job Development Investment Grants are awarded only to new and expanding businesses and industrial projects whose benefits exceed the costs to the state and which would not be undertaken in North Carolina without the grant. Since the first grant was awarded in 2003, the program has been responsible for creating more than 20,000 jobs and $3 billion in investments in North Carolina.

“Last year’s big news in the boating industry was Chris Craft’s move out of Florida to North Carolina,” said Mike Bradley of the N.C. Small Business and Technology Development Center. “The year before that Cobia’s move. This year it is likely to be Brunswick’s purchase of the North Carolina Rampage facility in Navassa and the subsequent plans to add 858 jobs and invest $51.2 million during the next five years.

“North Carolina has been very aggressive in the past few years in its efforts to gain boating industry businesses into the state. With over 100 boat builders and 3,000 existing boating businesses already in the state, we have been able to develop some very strong industry clusters. These clusters allow builders to have nearby support businesses, strong supply chain access, quality product transportation routes, and the support of a state that understands boating as one if its key heritage industries.”

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Rampage 34 Express

• By Capt. Dave Lear
• Updated: January 8, 2009

0109boats_rampage_311

My first Rampage encounter occurred more than a decade ago in Bimini when a friend invited me to fish aboard his 31 Convertible during the Bacardi Billfish Tournament. That experience confirmed the brand’s solid reputation for rugged performance and practical fishability, and the latest expression of those trends comes in the form of the new 34 Express with Volvo IPS power.

At first glance, the IPS boat looks very similar to its inboard diesel predecessor. The biggest difference is the absence of side exhaust vents, because IPS engine exhaust dissipates underwater. The drive pods, powered by twin 370 hp D6 Volvo Penta IPS 500 diesel engines and connected via jackshafts, are tucked into longitudinal tunnels along the hull. Twin 435 hp IPS 600 diesels are an available upgrade. The most atypical aspect of the IPS system is the forward-facing dual propeller drives. This “tractor” configuration allows the engines to pull the boat rather than push it. And because the shaft angle is eliminated, the hull planes quickly and moves through the water more efficiently.

I tested the boat near the company’s Wisconsin headquarters, and as we idled out the Sheboygan waterway into Lake Michigan, I quickly noticed how quiet this boat ran. Even underway, the four of us onboard could talk in a normal tone of voice. There was no exhaust smoke venting into the cockpit whatsoever.

Throttling up, the bow rose slightly before settling, giving a panoramic view from the raised helm deck. With its broad beam and beefy displacement, we carved up the modest chop like a holiday turkey. Shimmies and shudders that tip off a less-than-ideal running surface were nonexistent. The boat was stable at rest, even in beam-to seas.

Response to throttle adjustments was immediate, and the overall numbers show this boat will get you to the rip quickly and efficiently. With a 367-gallon tank and a burn of only 24 gallons per hour at a cruising speed of nearly 36 knots, that works out to a considerable operating range.

But the most impressive aspect of IPS power is boat handling. With constant electronic input, each drive can vector or steer independently with nearly instantaneous response. Our test boat was equipped with the IPS joystick control and Sport Fish mode. Using the single-throttle synchronizer, I was able to use the joystick to back and spin the boat at will in Sport Fish mode. The pods will even vector outboard to propel the boat sideways or make tight concentric circles like with bow thrusters. The joystick function is also extremely useful in tight maneuvering situations at the dock. Need to parallel park to take on fuel? No problem with IPS. It will remove the fear factor for the novice and make it too easy for the old pro.

Rampage backs the 34’s impressive performance with a host of fishing amenities. With 70 square feet of cockpit space, there’s plenty of room for action. A 12-inch-thick aluminum backing plate is glassed into the sole to mount a fighting chair. A 5-foot-long insulated, macerated fish box, raw and freshwater washdown systems, transom door, gunwale rod holders and removable bolsters are standard. The optional hardtop package comes with a six-rod rocket launcher and spreader lights. A full or half tower with upper station controls and Lee outriggers is also available. Buyers customize the deck layout by choosing an aft-facing seat with a Frigid Rigid cooler, or a bait prep station with a livewell, sink and tackle storage. Raymarine electronics packages can also be added as factory options, along with a choice of cockpit ice makers.

Because the smaller IPS footprint takes up less space in the engine room, Rampage engineers are planning to add more lazarette storage compartments after hearing feedback from the dealers. You can never have too much storage, especially if the float plan involves trips to remote fishing grounds.

With the handling convenience of IPS, this 34-footer is ideal for an owner/operator. The forward dinette converts to bunk-style beds or twin bunks with a full berth below. The sofa doubles as a queen-size master. The galley has a two-burner cook top, microwave oven and refrigerator/freezer. A macerated marine toilet with handheld shower and vanity countertop adds to the comfort level. Cabin rod racks, a Clarion stereo system and cherry accents are all standard; an air conditioner/heater system and a choice of Kohler generators are optional add-ons. With 6 feet 6 inches of headroom illuminated by recessed lighting, the cabin is very bright and comfortable.

The starboard helm on the 34 offers excellent visibility and simple scanning of the 34-inch-by-13-inch electronics panel. The helm pod tilts out for wiring access. An Edson stainless-steel comfort wheel, hydraulic steering and trim tabs are standard. The helm deck has a hatch for quick checks on the engine room while underway, but the entire fiberglass deck rises on an electric ram for serious maintenance. An L-shaped lounge to port provides guest seating, and the side seat can also rotate to the forward position.

Rampage doesn’t scrimp on construction either. The hull bottom is solid fiberglass with cored hull-sides. The fiberglass stringer system is foam-cored as well. The gelcoat finish is topped by a vinylester skin coat and comes with a five-year transferable warranty. Upper through-hull fittings are 316 stainless steel, while the underwater fittings are all bronze. The deck components are molded fiberglass with polyester resin and biaxial stitched reinforcement with cored construction.

If you’re in the market for a serious express-style boat, the Rampage 34’s responsive IPS power can handle any fishing scenario you might encounter in blue water. Hard-charging sailfish or marlin don’t stand a chance.

LOA…… 35’6″   BEAM…… 13′   **DRAFT…… 2’5″ DISPLACEMENT…… 17,200 lbs.   FUEL…… 367 gals. WATER…… 60 gals.   PRICE…… $417,253 **w/ Twin 370 hp Volvo Penta IPS 500 Diesel Engines

_Rampage Yachts ? 920.834.2211 ? _ www.rampageyachts.com

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About Rampage Yachts

Rampage Sport Fishing Yachts was founded in the early 1990s, and they’ve been manufacturing fiberglass sportfish yachts ever since. Full fiberglass cabin liners, aluminum bow rails, and comfortable accommodations make Rampage boats ready for rugged waters and demanding families. Rampage’s engineers and designers use advanced computer-assisted design technology to create a fleet of yachts that represents rugged durability, optimal fishability, and comfort.

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Rampage Yachts

Rampage Sport Fishing Yachts has been manufacturing fiberglass sportfish yachts for more than 25 years. Full fiberglass cabin liners, aluminum bow rails, and comfortable accommodations make Rampage sport fishing boats prepared for rugged waters and suitable for the entire family. Rampage’s engineers and designers use advanced computer-assisted design technology to create a fleet of yachts that represents rugged durability, thoughtful fishability, and comfort.

For more than 25 years, Rampage Sport Fishing Yachts have taken the world fishing. Originally conceived, designed and built for offshore fishing on the rugged waters off New England, Rampage earned a reputation for seaworthiness and versatility. Today’s Rampage is still a rugged offshore fishing platform, but now built to a level of comfort and style that appeals to the entire family – the best of both worlds.

From 30′ to 45′, the Rampage sportfish line-up is designed with offshore enthusiasts in mind. Whether your passion is chasing bill fish or cruising with friends and family, a Rampage will deliver exceptional versatility and a smooth, dry ride.

Rampage Yachts stands for rugged durability, thoughtful fishability and well-appointed cabins in a fleet of yachts. Rampage's engineers and designers use the most advanced computer-assisted design technology. To this the people at Rampage Yachts add the artistry and attention to detail of the finest craftsmen in the sportfish segment of the yachting industry.

Rampages have a true offshore Deep-V or modified V hull. All of the newer models show the dry-riding Carolina bow flare. Rampage uses the finest materials available and take the time to install them properly. A Rampage is rugged, yet striking. Our entire line of sport fishing yachts is designed to give you the comfort and confidence to go father offshore and get you back.

Rampage Yachts is dedicated to exceeding the most demanding of customer expectations in quality and innovation; including:

• Full fiberglass cabin liners, which are lighter than carpet over plywood and will not deteriorate.
• Aluminum bow rails for better durability.

Bronze through-hull fittings below the waterline to ensure maximum strength and better corrosion resistance.

Rampage is now owned by KCS International, the same privately held company that owns Cruisers Yachts. Both brands are built in Wisconsin, on the shores of beautiful Green Bay. Oconto is a small town with a big boat-building heritage spanning more than 50 years. The KCS facilities include more than 350,000 square feet of modern, climate controlled production and assembly space in a single location. Boats built in Oconto have earned the NMMA’s top CSI award for the past 7 consecutive years.

• Year Established 1976
• Shipyard Location Oconto, Wisconsin
• Boat Construction Fiberglass
• Boat Category Sportfish , Convertible

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Rampage 34 Express IPS Review

• By Dean Travis Clarke
• Updated: March 13, 2009

0409br_rampage368

Die-hard offshore fishermen are notoriously change-averse. When I try to discuss pod propulsion such as Volvo IPS or Cummins MerCruiser Zeus, many inevitably react with fears of knocking off a pod or wrapping fishing line around the prop. I suppose the Wright brothers had the same problem with people claiming that we would have been born with wings had we been meant to fly.

Performance When Volvo’s IPS first came out, I tested it against standard propulsion in absolutely identical boats. Assigning a numeric quotient to every performance parameter I could conceive of, I came up with an overall performance improvement of 32.8 percent. Any engineer will tell you how significant that is.

Rampage offers several power options, including the twin Volvo Penta D6 500 IPS package rated at 370 horsepower. In the case of our Rampage 34 Express, we had the bigger twin 450 hp diesels, and fuel economy still increased by an average of 30 to 50 percent over the same hull with standard propulsion, depending on your speed. We hit a top speed of just over 36 mph and cruised comfortably at 32.

But those are just numbers. The real improvements in this boat (and any vessel with pod propulsion) include turning, time to plane, bow rise, fish-fighting maneuverability and – of course – joystick docking.

The pods turn more or less sharply according to your speed. Higher-speed turns scribe wider arcs. Back off the throttle to turn tighter – a means of  keeping your guests safely aboard.

Because the pods direct thrust parallel to the water’s surface, putting the throttles forward moves the boat forward rather than pushing the boat upward, resulting in barely noticeable bow rise when getting on plane. With that said, the actual running attitude of the Rampage 34 proved rather bow high, requiring some adjustment of the Volvo QL tabs.

The Rampage exhibited a long roll moment with very gentle transitions  when drifting beam-to thanks to that 13-foot beam.

Then there’s the joystick. When maneuvering around a dock, you can move your boat in any direction, including diagonally and sideways with IPS. You’ll have a total blast playing with this function! Your wife and even your children can dock this boat with the skill of a professional captain.

Fishing Volvo IPS also boasts a feature called Sportfish Mode. Engage this feature and the pods cock outward, and the adjustment of shift and throttle causes the 34 to maneuver like a hummingbird. Don’t worry about slamming the throttle from forward to reverse: The computer handles it – preventing any damage. Want to quickly exit Sportfish Mode and run straight? Just grab the wheel and turn it slightly to disengage. Not a fish in the sea can outmaneuver this boat in Sportfish Mode.

A 70-square-foot cockpit affords multiple anglers room to fight fish simultaneously without stepping on each other. And between the comfortable settee on the bridge deck and the aft-facing module seat on the starboard cockpit module, watching the baits between strikes becomes quite relaxing. Rampage supplies large modules along the forward end for storing tackle and rigging baits as well as a baitwell in the transom. You can stipulate as many rod holders as you want on this boat. Tred Barta’s version had some 38 just around the cockpit.

Design and Construction When Rampage decided to redesign its 33-footer to accommodate Volvo Penta’s IPS drives, it needed to differentiate it from the company’s old standard-propulsion model. So though it may look like the old 33, the running surface has changed dramatically and the interior has much more space thanks to the engines and drives being under the cockpit floor.

Belowdecks, the 34 resembles the old 33 except with more space. The dinette table drops to create a queen-size V-berth in the bow. Two more berths in oblique singles line the bulkheads above the large bunk. Or you can create four singles without the drop-down table. The saloon sofa also converts into a double berth. I particularly appreciate the 6 1/2 feet of headroom in the cabin.

Years ago, Rampage had a reputation for being loud. Not anymore. Both the exhausts and engine compartment have been treated with soundproofing, and the living quarters have 3M Thinsulate sound insulation throughout.

Overall, this boat proved to be a pleasure to fish and more fun to run than I’ve had in years. In fact, even if you aren’t planning to buy a new boat right away, you really must sea-trial this boat just to experience what the next generation offers.

LOA…… 35 ft. 6 in. BEAM…… 13 ft. DEADRISE…… 18 deg. DRAFT…… 2 ft. 5 in. WEIGHT…… 17,200 lb. FUEL…… 338 gal. MAX POWER…… Twin 435 hp Volvo IPS D6 diesels MSRP…… $451,693 (w/ 435 hp Volvo Penta D6 IPS 600) $417,253 (w/ 370 hp Volvo Penta D6 IPS 500)

_Rampage Sport Fishing Yachts / Oconto, Wisconsin / 920-834-2211 / _ www.rampageyachts.com

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The Return of Cabo Yachts

• By Kim Kavin
• Updated: September 7, 2018

Cabo Yachts is coming back.

The brand, founded in 1991 in California, was long considered a major player in the 36- to 52-foot offshore fishboat market. At Cabo’s height of operations, in 1995, it employed about 550 workers, and the brand remained strong for years, selling to Brunswick Corp. in 2006.

Then, of course, the global recession hit, taking down numerous boatbuilders with it. By 2010, Cabo production had moved to New Bern, North Carolina, where Brunswick-owned Hatteras Yachts is located. In 2013, production of the Cabo line ceased.

“Now, we feel the market conditions are right to bring back the proven Cabo line of hard-core fishing boats,” Hatteras/Cabo Yachts President and CEO Kelly Grindle stated in a press release. “Even though Cabo boats have not been produced for a few years, consumer research shows a continued strong affinity for the brand. Cabo ranks as one of the top brands for quality and reliability. We intend to build on this well-deserved reputation as we fill a growing demand in the marketplace for inboard offshore, express-style fishing boats — a niche that Cabo once owned. Cabo will provide a step up from a center console to a boat that offers greater comfort and amenities while owners pursue their passion for angling offshore.”

The first new Cabo model, scheduled to premiere at the 2019 Miami International Boat Show, will be the Cabo 41. It will have a length overall of 42 feet 10 inches, with standard twin 626-horsepower Volvo Penta D11s along with optional 670- and 725-horsepower engines or Cummins QSM11s.

Other options will include the Seakeeper 6 stabilization system, and custom towers and outriggers built by Hatteras partner Carolina Custom Towers.

Design features on the Cabo 41 will include mezzanine seating above the cockpit, an open helm deck, a queen-berth stateroom and a dining settee that converts to a second berth.

“The Cabo 41 is aimed at the sportfishing enthusiast who wants a better-performing, higher-quality, more comfortable offshore fishing platform,” Grindle stated in the press release. “This model is only the beginning. The new Cabo line we have in development will be made up of easy-to-own, durable fishing machines that give anglers the confidence to fish longer, and the satisfaction of catching more fish while staying dry and comfortable, even in rough conditions.”

More specs on the new Cabo 41: displacement is 31,000 pounds, with a 550-gallon fuel capacity and 95 gallons of water.

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Insiders still have no idea what's going to happen to Russian oligarchs' seized superyachts

• It's been two years since Russia invaded Ukraine, leading to sanctions against Russian oligarchs.
• Many of their superyachts were seized or frozen , leading industry insiders to question their fate.
• The yachts, some of which are worth hundreds of millions of dollars, remain in a state of limbo.

More than two years after Russia invaded Ukraine, the boating world still doesn't have many answers about what's going on with the very large, expensive elephants in the sea: oligarchs' superyachts .

The war prompted many governments to enact sanctions against Russia's richest , including seizing their superyachts worth hundreds of millions of dollars. But it's unclear whether they can be sold or who'd buy them, leaving ports peppered with massive boats stuck in a floating limbo.

"The Russian problem, it's becoming a bigger and bigger and bigger problem," one luxury yacht broker told Business Insider at the Palm Beach International Boat Show last week. Like many others, he requested not to be named, given the sensitive nature of the matter at hand and the generally discreet nature of the industry.

Russia has been a massive player in the massive boat market for a long time. In August 2021 — about six months before Russia's Ukraine invasion — Russians owned the second-largest share of yachts over 40 meters in length, according to a report from the industry publication SuperYacht Times.

They were responsible for 16% of new build superyacht purchases in the decade preceding the report and are known for splashing out on extravagant interiors and unique features. (One builder BI spoke to recalled a mandate from an oligarch for a large safe in the owner's cabin in which he could keep his rifles. The builder later learned he'd use them to skeet shoot on deck.)

But those sales have now screeched to a halt as oligarchs get hit by international sanctions. At least a dozen superyachts — worth well over $1 billion combined — have been affected.

And no one is quite sure what will happen to them.

Russia's sanctioned superyachts are hard to buy and sell

The first problem is that many of the yachts are "frozen" — not seized. That means that although the Russian owners can't operate or collect them, they don't technically belong to an overseas government, so they can't be sold without special permission.

Earlier this month, federal prosecutors petitioned a judge asking for consent to sell the Amadea, the 106-meter superyacht that has been docked in San Diego and costs the US as much as $922,000 a month to maintain.

"I've had some inquiries, but all you can tell them is we don't know the outcome yet" of the case, another superyacht broker told BI at the yacht show.

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And despite the broker's claim of interest in yachts like Amadea , most ultrarich — or at least their brokers — don't want to go near the vessels with a ten-foot pole, even if the government does get legal permission to sell them.

"How does it look if you bought a Russian boat?" Julia Simpson, a broker at Thompson of Monaco, said. "Even if it's completely legal and normal, there are too many things on the line," she said, like how the original owner got their money and whether that could make the new buyer look bad.

There are also possible legal implications, as it's hard for the government to prove who actually owns the yachts.

"Oligarchs typically structure their ownership of these high-value assets through a web of offshore shell companies and trusts that is designed to conceal the true owner," Joshua Naftalis, a former federal prosecutor who now works for Pallas Partners, told BI.

And if the government does assume ownership, it's highly dependent on court orders. For example, a Russian whose yacht had been seized by the French government regained access to his boat after winning a legal battle in 2022.

"It's a very difficult process to buy them," Ralph Dazert, the head of intelligence at SuperYacht Times, told BI. "There is a high risk of the former (Russian) owner suing you to get the boat back."

He pointed to the Alfa Nero, the 82-meter yacht that Eric Schmidt planned to purchase for $67 million last year in an auction put on by Antigua and Barbuda. He backed out after various parties tried to block the sale, likely deeming it not worth the legal headache.

"When the reason for sanctioning goes away, which it may do," the Russian owners will try to get their boats back , Simpson said. After all, "the government's not going to pay them."'

That said, if sanctions are dropped, the yachts will be worth much less than when they were seized, as a boat not in use deteriorates much faster than one sailing the seas.

"Those yachts need to be used to be kept in shape, kept in condition," the second broker said. "​​Just having them sit at the dock with a temporary crew on board is not good for the boats."

And the sanctioned Russians who have managed to maintain control of their superyachts won't have an easy time offloading them in the future.

Americans who try to do business with sanctioned oligarchs would have a number of hoops to jump through — like finding a bank to process the purchase, which would be next to impossible. If somehow they did and the government caught wind, they'd face hefty penalties and the transaction would be void.

So Russia's richest have found themselves "stuck" sailing in a select few countries that will let them, like the Maldives, Montenegro, and Dubai.

Watch: Video of Russian naval ship explosion shows a much-needed win for Ukraine

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Though Rwanda has come a long way since the 1994 genocide, scars of the past still haunt the nation

FILE - Rwandan refugees hold their hands up and ask for help from Belgian soldiers, who had come to a psychiatric hospital compound outside of Kigali on April 13, 1994. People are patients of this hospital. (AP Photo/Karsten Thielker, File)

FILE - A Belgian soldier guards the front of a house, where Belgians wait to be evacuated out of Kigali, Rwanda, April 13, 1994. Belgian forces rescued several Belgians who lived in a compound in the Rwanda capital, running the Ndere psychiatric hospital. (AP Photo/Karsten Thielker, File)

FILE - A young Rwanda boy looks at a Belgian soldier in defensive position during a halt of a UN convoy in Kigali, Rwanda, April 13, 1994. The soldiers’ mission is to evacuate all foreign citizens from Rwanda to protect them from being massacred by the warring Hutu and Tutsi factions. (AP Photo/Jean-Marc Bouju, File)

FILE - A boy who survived a massacre in the village of Karubamba in April and whose leg was wounded by a machete, rests on his crutches at a hospital near Gahini, in Rwanda, May 13, 1994. The massacres, mostly by gangs wielding machetes, swept across Rwanda and groups of people were killed in their homes and farms and where they sought shelter in churches and schools. (AP Photo/Jean-Marc Bouju, File)

EDS NOTE: GRAPHIC CONTENT - FILE - The body of a man, who survivors say was a primary school teacher, lies beneath a blackboard drawing of Africa in a classroom at a school in Karubamba, some 27 miles northeast of the Rwandan capital of Kigali, May 13, 1994. The man was among hundreds of people in the small Rwandan village that were massacred in recent weeks. (AP Photo/Jean-Marc Bouju, File)

FILE - A pickup truck carries Rwandan Patriotic Front (RPF) rebels to front line positions closer to the capital Kigali, on the road near Rugende, about 5 miles east of Kigali, in Rwanda, May 14, 1994. (AP Photo/Jean-Marc Bouju, File)

FILE - Refugees who fled the ethnic bloodbath in neighboring Rwanda carry water containers back to their huts at the Benaco refugee camp in Tanzania, near the border with Rwanda, May 17, 1994. (AP Photo/Karsten Thielker, File)

FILE - A Rwanda Patriotic Front (RPF) rebel walks on May 23, 1994, by the plane wreckage in Kigali in which Rwanda’s late President Juvenal Habyarimana died on April 6. (AP Photo/Jean-Marc Bouju, File).

EDS NOTE: GRAPHIC CONTENT - FILE - The bodies of a woman and her child lie by a church in Nyarubuye parish, which was the site of an April 14 massacre that survivors say was perpetrated by a militia assisted by government gendarmes, about 95 miles east of the capital Kigali, in Rwanda, May 31, 1994. (AP Photo/Jean-Marc Bouju, File)

FILE - Nyabimana (first name unknown), 26, who was evacuated after being found by the Red Cross wandering in Kabgayi, about 15 miles southwest of the capital Kigali, shows machete wounds at an International Committee of the Red Cross hospital in Nyanza, about 35 miles southwest of Kigali, in Rwanda, June 4, 1994. (AP Photo/Jean-Marc Bouju, File)

FILE - A young orphan, his legs amputated below the knee, rests on a foam cushion near his artificial limbs at an orphanage in Nyanza, about 35 miles southwest of the capital Kigali, Rwanda, June 9, 1994. (AP Photo/Jean-Marc Bouju, File)

FILE - A Rwandan Hutu refugee child desperately tries to waken his mother from a diseased sleep in the Munigi camp outside Goma, in Zaire, now known as Congo, July 27, 1994. (AP Photo/Javier Bauluz, File)

EDS NOTE: NUDITY - FILE - A Rwandan child too weak to stand in line to receive a vaccination, rests his head at the SOS village orphanage housing about 3,000 Rwandan children in the crowded encampment in Ndosho near Goma, in Zaire, now known as Congo, July 28, 1994, (AP Photo/Jacqueline Arzt Larma, File)

EDS NOTE: GRAPHIC CONTENT - FILE - A French army pay loader pushes bodies toward a mass grave at the Kimbumba refugee camp near Goma, Zaire, now Congo, Aug. 1, 1994. (AP Photo/Jacqueline Arzt Larma, File)

FILE - A Zairean relief worker lifts a severely ill Rwandan refugee at the Mugunga camp near Goma, Zaire, now Congo, on July 29, 1994. (AP Photo/Jockel Finck, File)

FILE - Rwandan refugee children scramble for loose beans at a food distribution center in the Kibumbu refugee camp near Goma, Zaire, now Congo, Aug. 13, 1994. (AP Photo/Santiago Lyon, File)

FILE - Some of the 334 inmates in a prison who are accused of committing war crimes and participating in the genocide, sit in the prison in Kibungo, Rwanda, Aug. 17, 1994. (AP Photo/Javier Bauluz, File)

FILE - Rwandan refugee children plead with Zairean soldiers to allow them across a bridge separating Rwanda and Zaire where their mothers had crossed moments earlier before the soldiers closed the border, in Zaire, now known as Congo, Aug. 20, 1994. (AP Photo/Jean-Marc Bouju, File)

FILE - Rwandan refugees cross the bridge of Rumumo river which marks the border between Tanzania and Rwanda, Dec. 14, 1996. Hundreds of thousands of Rwandan refugees who fled their country after the 1994 civil war started their way towards Rwanda. (AP Photo/Ricardo Mazalan, File)

FILE - Tens of thousands of Rwandan refugees, who have been forced by the Tanzanian authorities to return to their country despite fears they will be killed upon their return, stream back towards the Rwandan border on a road in Tanzania, Dec. 19, 1996. (AP Photo/Jean-Marc Bouju, File)

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KIGALI, Rwanda (AP) — Rwanda is preparing to mark the 30th anniversary of the East African nation’s most horrific period in history — the genocide against its minority Tutsi. To this day, new mass graves are still being discovered across the country of 14 million people, a grim reminder of the scale of the killings.

Delegations from around the world will gather on Sunday in the capital of Kigali as Rwanda holds somber commemorations of the 1994 massacres. High-profile visitors are expected to include Bill Clinton, the U.S. president at the time of the genocide, and Israeli President Isaac Herzog.

In a pre-recorded video ahead of the ceremonies, French President Emmanuel Macron said on Thursday that France and its allies could have stopped the genocide but lacked the will to do so. Macron’s declaration came three years after he acknowledged the “overwhelming responsibility” of France — Rwanda’s closest European ally in 1994 — for failing to stop the country’s slide into the slaughter.

Here’s a look at the past and how Rwanda has changed under President Paul Kagame, praised by many for bringing relative peace and stability but also vilified by others for his intolerance of dissent.

WHAT HAPPENED IN 1994?

An estimated 800,000 Tutsi were killed by extremist Hutu in massacres that lasted over 100 days. Some moderate Hutu who tried to protect members of the Tutsi minority were also targeted.

The killings were ignited when a plane carrying then-President Juvénal Habyarimana, a member of the majority Hutu, was shot down on April 6, 1994, over Kigali. The Tutsi were blamed for downing the plane and killing the president. Enraged, gangs of Hutu extremists began killing Tutsi, backed by the army and police.

Many victims — including children — were hacked to death with machetes. Kagame’s rebel group, the Tutsi-led Rwandan Patriotic Front, managed to stop the killings, seized power and has since, as a political party, ruled Rwanda.

Kagame’s government and genocide survivor organizations have often accused France of training and arming militias and troops that led the rampage, sometimes saying they expect a formal apology.

A report commissioned by Macron in 2019 and published in 2021 concluded that French authorities failed to see where Habyarimana’s regime, which France supported, was headed and were subsequently too slow to acknowledge the extent of the killings. However, the report cleared France of any complicity in the massacres.

WHAT CAME AFTER THE GENOCIDE?

After Kagame seized power, many Hutu officials fled into exile or were arrested and imprisoned for their alleged roles in the genocide. Some escaped to neighboring Congo, where their presence has provoked armed conflict. In the late 1990s, Rwanda twice sent its forces deep into Congo, in part to hunt down Hutu rebels.

Some rights groups accused Rwanda’s new authorities of revenge attacks, but the government has slammed the allegations, saying they disrespect the memory of the genocide victims.

Kagame, who grew up as a refugee in neighboring Uganda, has been Rwanda’s de facto ruler, first as vice president from 1994 to 2000, then as acting president. He was voted into office in 2003 and has since been reelected multiple times.

WHAT’S THE POLITICAL LANDSCAPE LIKE?

Rwanda’s ruling party is firmly in charge, with no opposition, while Kagame’s strongest critics now live in exile. Kagame won the last presidential election, in 2017, with nearly 99% of the vote after a campaign that Amnesty International described as marked by suppression and a “climate of fear.”

Critics have accused the government of forcing opponents to flee, jailing or making them disappear while some are killed under mysterious circumstances. Rights groups cite serious restrictions on the internet, as well as on freedom of assembly and expression.

Some claim Kagame has exploited alleged Western feelings of guilt over the genocide to entrench his grip on Rwanda.

Now a candidate in the upcoming July presidential election, Kagame has cast himself in the role of a leader of a growing economy marked by technological innovation, with his supporters often touting Rwanda as an emerging business hub in Africa.

WHAT ABOUT RECONCILIATION?

Rwandan authorities have heavily promoted national unity among the majority Hutu and the minority Tutsi and Twa, with a separate government ministry dedicated to reconciliation efforts.

The government imposed a tough penal code to punish genocide and outlaw the ideology behind it, and Rwandan ID cards no longer identify a person by ethnicity. Lessons about the genocide are part of the curriculum in schools.

However, a leading survivors’ group points out that more needs to be done to eradicate what authorities describe as “genocide ideology” among some Rwandans.

WHAT DOES RWANDA LOOK LIKE TODAY?

The streets of Kigali are clean and free of potholes. Littering is banned. Tech entrepreneurs flock here from far and wide. Stylish new buildings give the city a modern look and an innovation center aims at nurturing local talent in the digital culture.

But poverty is rampant outside Kigali, with most people still surviving on subsistence farming. Tin-roofed shacks that dotted the countryside in 1994 remain ubiquitous across Rwanda.

The nation is young, however, with every other citizen under the age of 30, giving hope to aspirations for a post-genocide society in which ethnic or tribal membership doesn’t come first.

Corruption among officials is not as widespread as among other governments in this part of Africa, thanks in part to a policy of zero-tolerance for graft.

ARE THERE TROUBLES ON THE HORIZON?

Though mostly peaceful, Rwanda has had troubled relations with its neighbors. Recently, tensions have flared with Congo , with the two countries’ leaders accusing one another of supporting various armed groups.

Congo claims Rwanda is backing M23 rebels, who are mostly Tutsi fighters based in a remote area of eastern Congo. The M23 rebellion has displaced hundreds of thousands in Congo’s North Kivu’s province in recent years. Rwanda says Congo’s military is recruiting Hutu men who took part in the 1994 massacres.

U.N. experts have cited “solid evidence” that members of Rwanda’s armed forces were conducting operations in eastern Congo in support of M23, and in February, amid a dramatic military build-up along the border, Washington urged Rwandan authorities to withdraw troops and missile systems from Congo.

In January, Burundi, whose troops are fighting alongside the Congolese military in eastern Congo, closed its border with Rwanda and started deporting Rwandans . This happened not long after Burundian President Evariste Ndayishimiye accused Rwanda of backing Congo-based rebels opposed to his government. Rwanda denies the allegation.

Rwanda has also been in the news recently over a deal with Britain that would see migrants who cross the English Channel in small boats sent to Rwanda, where they would remain permanently. The plan has stalled amid legal challenges. In November, the U.K. Supreme Court ruled the plan was illegal, saying Rwanda is not a safe destination for asylum-seekers.