The idea behind the flame shield on the MA series fuel filter is to allow the automatic fire extinguisher time to be triggered. It doesn't matter whether or not you are aboard the boat, extinguishing the fire is still worthwhile, for your boat as well as all the other boats in your marina. Thus, the modification is far from irrelevant.
A few points of clarification regarding ABYC, and again I'm no ABYC apologist, I have my differences with the organization.
One contributor used the NEC as an example, noting that those standards are readily available, however, they are not free. In fact ABYC Standards are no different, anyone can join ABYC and in doing so gain access to the Standards, in printed or online format.
In the European Union, Australia, NZ and now Canada standards similar to ABYC are mandated, compliance is mandatory. Regardless of where they are built, the US, Asia, etc, vessels sold in those regions must by law comply. I do routinely encounter violations of these standards, however, if the vessel is new, then it makes it very difficult for the builder to avoid making the vessel compliant, which is very valuable to the boat buyer as there's no debate involved. The same holds true for vessels sold in the US that voluntarily comply with the NMMA/ABYC compliance program. While it is voluntary, once a builder advertises that they comply, they are contractually obligated to do so, which is once again very good for the boat buyer, as violations must be corrected.
I believe there is significant misunderstanding about the Standards on the part of the boat buying and owning public, evidenced by the volume of dissension voiced toward ABYC in this forum. That level of misunderstanding can be directly attributed to ABYC's abysmal and virtually non-existent efforts toward public education and dissemination of the standards. So, I'm not sure I blame you and I won't try to be the lone voice trying to drag these boat owners kicking and screaming into compliance. I can, however, try to offer examples when they present themselves here, where compliance is of value regarding vessel reliability, seaworthiness and safety.
One generic example involves tasking professionals when working on your boat. When you visit a boatyard, or retain a contractor to carry out work, unless you have some means of determining to what standard that work will be carried out, you have no way of ensuring its quality and reliability, other than relying on the skills and capabilities of those completing the tasks. If, however, you task them by saying, "Where applicable, I want the work to meet relevant ABYC guidelines", you then establish an expectation and standard, much like you would for a home contractor or electrician, who, by the way, is obligated to meet building codes. If, when establishing the ABYC compliance requirement, the yard or individual says, "what's that?", or "we aren't members" then you should be concerned, because it means they have forfeited an incredibly valuable asset, even if they don't profess complete compliance. The Standards are replete with huge range of data that is not easily and readily obtainable elsewhere, at least not in a single source, from prop shaft run out and bearing clearance specifications to wire size, over-current protection and voltage drop guidelines. It is a definitive source.
As the former manager of a custom boat building and service yard, I used ABYC guidelines as a training aid, and to promote standardization of my technicians work, ensuring they were all carrying out tasks in a uniform manner, one which I believed was correct, reliable and safe. Without this guideline, there are a dozen different ways one might install a seacock for instance. For example, one ABYC guideline calls for thread compatibility between seacock plumbing components. That seems self-evident, yet, I routinely encounter incompatible threads, i.e. mixing of tapered and parallel threads (including on this forum). Without the Standards who could definitively say what's right? I do it one way, using compatible threads, which probably costs a little more because it means I must use a flanged UL listed sea valve, and another competing yard, or a boat builder, does it another way, using the less expensive generic in line ball valve and incompatible, and non-ABYC compliant, threads. The ABYC compliant installation must be capable of withstanding 500 lbs of static force, applied to the most inboard or vulnerable portion of the assembly, for 30 seconds without failure. The non-compliant installation has no load requirement, I've seen these fail when someone accidentally stepped on or even leaned against one. Which would you rather have?
This also holds true for boat builders, without establishing a standard by which their product may be judged everything becomes discretionary. For a boat buyer that becomes the wild wild west because you have no way of evaluating a boat builder's decisions or skill sets, much like you would have no way of knowing if the electrician installing the new electrical panel in your home knew what he or she was doing. Fortunately you don't have to in that case because they are required to meet the National Electric and/or building Codes.
While some of you may have had unpleasant experiences with surveyor-generated, insurer-mandated forced compliance, don't be too quick to shoot the messenger. Those issues have more to do with insurers, who by the way typically make decisions of this sort based on actuarials, loss statistics essentially. They aren't arbitrary. These statistics state, by the way, that the leading causes of fire aboard boats are electrical in nature, and specifically shore power. When I encounter a shore power installation I believe is faulty and dangerous, I can identify it, and rather than simply saying that I believe it represents a risk, I can cite the ABYC Standard it violates, which will in turn guide those carrying out the correction or repair. Trust me when I say this is in your, the boat owner's, best interest. Without that Standard to bolster my observation, I would almost certainly be arguing with those who built or worked on the boat, desperately trying to explain why the current scenario is dangerous and in need of correction, and you, the boat owner, would have to decide who was right without the benefit of professional industry experience. In fact, in spite of the Standards I still engage in these discussions from time to time, particularly with boat builders and industry pro's who remain uncommitted to ABYC compliance.
While the Standards, and the manner in which they are composed, are far from perfect, they do represent an undeniable and significant value to boat builders, buyers, owners and boatyards. Don't be too quick to dismiss them as over-kill, or part of a conspiracy to drive up boat ownership cost. As an advocate for boat owners and buyers, I am especially sensitive to cost of ownership, however, I'm also sensitive to seaworthiness, reliability and safety, as well as ensuring that you get good value for your money.
