Delivery and the passing of risk both occur once the goods are off the arriving vehicle and available for the buyer to take at the destination named in the term or the agreed spot within it. The seller bears every risk of getting the goods there and unloading them; DPU is the one rule that obliges the seller to unload at destination, so the seller needs to be able to arrange unloading at that place (which can be anywhere, not just a terminal; the rule was formerly DAT). The seller books or organises carriage to the destination spot and is liable for any resulting loss if it does not. It clears for export only; the buyer handles import clearance and any transit after delivery, pays import duty, and carries the risk if the goods are held at the port of entry because import clearance was not obtained. Where unloading risk and cost ought not to fall on the seller, DAP is the better rule.
The graph holds this control, the 0 it maps to, and the evidence behind each claim, over MCP and REST.